METHODS AND SYSTEMS FOR ROAD HAZARD DETECTION AND LOCALIZATION

Methods and systems are provided for controlling a vehicle. In one embodiment, a method includes: receiving, by a processor, sensor data indicative of conditions of a roadway in a path of a first vehicle; determining, by a processor, road hazard information based on the presence of a road hazard within the roadway; assigning, by a processor, a category to the road hazard information; selectively communicating, by a processor, the road hazard information to a second vehicle based on vehicle information associated with the second vehicle and the category; and selectively, by a processor, controlling the second vehicle based on the vehicle information.

TECHNICAL FIELD

The technical field generally relates to vehicles, and more particularly to methods and systems for detecting potholes and/or other road hazards and controlling the vehicle and the sharing of information based thereon.

INTRODUCTION

A road surface in some cases includes one or more road hazards such as, but no limited to, potholes, speed bumps, debris, or other objects. Hitting such road hazards when traveling along the road may be unpleasant to a vehicle occupant and may even cause damage to the vehicle.

Vehicle sensors have been used to detect potholes and other road hazards. Such detection typically does not occur in time to prevent the vehicle from hitting the hazard rather, provides information useful in preventing other vehicles from hitting the hazard through, for example, crowd sourcing. Such information does not always include an accurate location of the road hazard. Such information is not always shared with the correct vehicles.

Accordingly, it is desirable to provide improved methods and systems for detecting upcoming hazards in the road and controlling the vehicle based thereon. It is further desirable to provide improved methods and systems for sharing information about the detecting upcoming hazards with other vehicles. Furthermore, other desirable features and characteristics will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.

SUMMARY

Methods and systems are provided for controlling a vehicle. In one embodiment, the method includes: receiving, by a processor, sensor data indicative of conditions of a roadway in a path of a first vehicle; determining, by a processor, road hazard information based on the presence of a road hazard within the roadway; assigning, by a processor, a category to the road hazard information; selectively communicating, by a processor, the road hazard information to a second vehicle based on vehicle information associated with the second vehicle and the category; and selectively controlling, by a processor, the second vehicle based on the vehicle information.

In various embodiments, the selectively controlling the second vehicle includes controlling the vehicle autonomously or with user input based on at least one of the hazard level category and the road hazard information. In various embodiments, the selectively communicating is based on a lane location of the road hazard and a lane location of the second vehicle. In various embodiments, the category is a vehicle category.

In various embodiments, the assigning the vehicle category is based on an evaluation of a hazard level. In various embodiments, the vehicle category is defined based on at least one of a tire size, a tire profile, vehicle weight, a ground clearance, and a vehicle speed.

In various embodiments, the method further includes receiving the vehicle information from the second vehicle, and wherein the vehicle information includes at least one of a tire size, a tire profile, vehicle weight, a ground clearance, and a vehicle speed.

In various embodiments, the second vehicle includes different wheels; the vehicle information is based on a smallest size (in terms of tire height or profile which essentially is the amount of rubber that can absorb the energy due to impact) of the different wheels.

In another embodiment, a system includes: at least one sensor that generates sensor signals based on conditions of a roadway in a path of the vehicle; and at least one non-transitory computer module that, by at least one processor, receives the sensor signals, determines road hazard information based on the presence of a road hazard within the roadway, assigns a category to the road hazard information, selectively communicates the road hazard information to a second vehicle based on vehicle information associated with the second vehicle and the category, and selectively controls the second vehicle based on the vehicle information.

In various embodiments, the category is a hazard level category. In various embodiments, the at least one non-transitory computer module assigns the hazard level category based an evaluation of at least one of a depth, an angle of an exiting wall, a height, a length, and a width of the road hazard.

In various embodiments, the at least one non-transitory computer module controls the second vehicle by controlling the vehicle autonomously or with user input based on at least one of the hazard level category and the road hazard information.

In various embodiments, the at least one non-transitory computer module selectively communicates based on a lane location of the road hazard and a lane location of the second vehicle. In various embodiments, the category is a vehicle category.

In various embodiments, the at least one non-transitory computer module assigns the vehicle category based on an evaluation of a hazard level.

In various embodiments, the vehicle category is defined based on at least one of a tire size, a tire profile, vehicle weight, a ground clearance, and a vehicle speed.

In various embodiments, the at least one non-transitory computer module receives the vehicle information from the second vehicle, and wherein the vehicle information includes at least one of a tire size, a tire profile, vehicle weight, a ground clearance, and a vehicle speed.

In various embodiments, when the second vehicle includes different wheels, the vehicle information is based on a smallest size of the different wheels.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and is not intended to limit the application and uses. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.

Exemplary embodiments may be described herein in terms of functional and/or logical block components and various processing steps. It should be appreciated that such block components may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. For example, an embodiment may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that exemplary embodiments may be practiced in conjunction with any number of control systems, and that the vehicle system described herein is merely one example embodiment.

With reference toFIGS. 1 and 2, an exemplary road hazard vehicle control system10is shown to be associated with one or more vehicles100in accordance with exemplary embodiments. As can be appreciated, the vehicles100may be any vehicle type that travels over a road surface such as but not limited to, an automobile, a bicycle, a utility vehicle, etc. Although the figures shown herein depict an example with certain arrangements of elements, additional intervening elements, devices, features, or components may be present in actual embodiments.

In various embodiments, one or more of the vehicles100is an autonomous vehicle. In various embodiments, the vehicle100ais an autonomous vehicle and the system10is incorporated in part or in full into the autonomous vehicle100a. The autonomous vehicle100ais, for example, a vehicle that is automatically controlled to carry passengers from one location to another. The vehicle100ais depicted in the illustrated embodiment as a passenger car, but it should be appreciated that any other vehicle including motorcycles, trucks, sport utility vehicles (SUVs), recreational vehicles (RVs), etc., can also be used. In an exemplary embodiment, the autonomous vehicle100ais a so-called Level Four or Level Five automation system. A Level Four system indicates “high automation”, referring to the driving mode-specific performance by an automated driving system of all aspects of the dynamic driving task, even if a human driver does not respond appropriately to a request to intervene. A Level Five system indicates “full automation”, referring to the full-time performance by an automated driving system of all aspects of the dynamic driving task under all roadway and environmental conditions that can be managed by a human driver.

As shown in more detail inFIG. 1, the autonomous vehicle100generally includes a propulsion system20, a transmission system22, a steering system24, a brake system26, a suspension system27, a sensor system28, an actuator system30, at least one data storage device32, at least one controller34, and a communication system36. The propulsion system20may, in various embodiments, include an internal combustion engine, an electric machine such as a traction motor, and/or a fuel cell propulsion system. The transmission system22is configured to transmit power from the propulsion system20to the vehicle wheels16-18according to selectable speed ratios. According to various embodiments, the transmission system22may include a step-ratio automatic transmission, a continuously-variable transmission, or other appropriate transmission. The brake system26is configured to provide braking torque to the vehicle wheels16-18. The brake system26may, in various embodiments, include friction brakes, brake by wire, a regenerative braking system such as an electric machine, and/or other appropriate braking systems. The steering system24influences a position of the of the vehicle wheels16-18. While depicted as including a steering wheel for illustrative purposes, in some embodiments contemplated within the scope of the present disclosure, the steering system24may not include a steering wheel.

The actuator system30includes one or more actuator devices42a-42nthat control one or more vehicle features such as, but not limited to, the propulsion system20, the transmission system22, the steering system24, and the brake system26. In various embodiments, the vehicle features can further include interior and/or exterior vehicle features such as, but are not limited to, doors, a trunk, and cabin features such as air, music, lighting, etc. (not numbered).

The communication system36is configured to wirelessly communicate information to and from other entities48, such as but not limited to, other vehicles (“V2V” communication,) infrastructure (“V2I” communication), remote computing systems, and/or personal devices (described in more detail with regard toFIG. 2). In an exemplary embodiment, the communication system36is a wireless communication system configured to communicate via a wireless local area network (WLAN) using IEEE 802.11 standards or by using cellular data communication. However, additional or alternate communication methods, such as a 5 g or dedicated short-range communications (DSRC) channel, are also considered within the scope of the present disclosure. DSRC channels refer to one-way or two-way short-range to medium-range wireless communication channels specifically designed for automotive use and a corresponding set of protocols and standards.

The data storage device32stores data for use in automatically controlling the autonomous vehicle10. In various embodiments, the data storage device32stores defined maps of the navigable environment. In various embodiments, the defined maps may be predefined by and obtained from a remote system (described in further detail with regard toFIG. 2). For example, the defined maps may be assembled by the remote system and communicated to the autonomous vehicle10(wirelessly and/or in a wired manner) and stored in the data storage device32. As can be appreciated, the data storage device32may be part of the controller34, separate from the controller34, or part of the controller34and part of a separate system.

The sensor system28includes one or more sensing devices40a-40nthat sense observable conditions of the exterior environment and/or the interior environment of the autonomous vehicle10, and/or other vehicle conditions. In various embodiments, the sensing devices40a-40nthat sense the environment can include, but are not limited to, radars, lidars, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors, and/or other sensors. For example, as shown in more detail inFIG. 2, a sensing device130senses conditions associated with a roadway132along the vehicle's path (in front of the vehicle100a, behind the vehicle100a, to the sides of the vehicle100a, etc.) and generate sensor data based thereon. Such conditions may include, but are not limited to, elevation changes of a surface of the roadway132with respect to a defined plane. Such elevation changes can be indicative of a depth, an angle of an exiting wall, a height, a length, and/or a width of a road hazard133. As can be appreciated, a single sensing device130or multiple sensing devices130can be implemented in various embodiments.

In various embodiments, the sensing devices40a-40nofFIG. 1that sense vehicle conditions can include, but are not limited to, impact sensors, height sensors, vibration sensors, etc. For example, as shown inFIG. 2, a sensing device134senses the vehicle's response to interaction with a road hazard135. As can be appreciated, a single sensing device134or multiple sensing devices134can be implemented in various embodiments

With reference back toFIG. 1, in various embodiments, the sensing devices40a-40ncommunicate sensor signals directly to the controller34and/or may communicate the signals to other controllers (not shown) which, in turn, communicate processed data from the signals to the controller34over a communication bus (not shown) or other communication means. The actuator system30includes one or more actuator devices42a-42nthat control one or more vehicle features such as, but not limited to, the propulsion system20, the transmission system22, the steering system24, the brake system26, and the suspension system. In various embodiments, the vehicle features can further include interior and/or exterior vehicle features such as, but are not limited to, doors, a trunk, and cabin features such as air, music, lighting, etc. (not numbered).

The instructions may include one or more separate programs, each of which comprises an ordered listing of executable instructions for implementing logical functions. The instructions, when executed by the processor44, receive and process signals from the sensor system28, perform logic, calculations, methods and/or algorithms for automatically controlling the components of the autonomous vehicle10, and generate control signals to the actuator system30to automatically control the components of the autonomous vehicle100abased on the logic, calculations, methods, and/or algorithms. Although only one controller34is shown inFIG. 1, embodiments of the autonomous vehicle100acan include any number of controllers34that communicate over any suitable communication medium or a combination of communication mediums and that cooperate to process the sensor signals, perform logic, calculations, methods, and/or algorithms, and generate control signals to automatically control features of the autonomous vehicle100a.

In various embodiments, one or more instructions of the controller34are embodied in the system10and, when executed by the processor44, are configured to receive the signals and/or the processed data from the sensing devices40a-40nand processes the signals and/or data to determine whether a road hazard is present along the path of the vehicle100aand if so, determine road hazard information. When a road hazard is determined to be present, the instructions are further configured to process additional data such as GPS data and image data to localize the road hazard, and then selectively control the vehicle100abased on the location of the road hazard and the location of the vehicle100a. For example, the controller34controls the suspension system27, for example, by adjusting ride stiffness, height, and active air dams based on the location of the road hazard. In another example, controller34generates notifications to a driver based on the road hazard.

In various embodiments, the road hazard vehicle control system10further includes a cloud computing system140. The cloud computing system140can be remote from the vehicles100, such as, but not limited to, a server system or other system as shown and/or may be incorporated into the vehicles100. In various embodiments, the controller34communicates road hazard information including the identified road hazard and the location to the cloud computing system140via, for example the communication system36(FIG. 1). The cloud computing system140includes a data management module150and a datastore160. The data management module150, in turn, receives the road hazard information, selectively categorizes the road hazard information, and stores the categorized road hazard information in the datastore160.

The data management module150further receives vehicle information from other vehicles100band selectively communicates the stored, categorized road hazard information to the other vehicles100bbased on the received vehicle information. For example, the data management module150selectively communicates the road hazard information to other vehicles100bassociated with an immediate or near immediate threat of the road hazard. In another example, the data management module150selectively communicates the road hazard information to other vehicles100bbased on a determined impact of the road hazard on the other vehicle100b.

With reference now toFIGS. 3, 4, and 5, flowcharts illustrate more detailed methods300,400, and500for managing road hazard information and controlling the vehicle100based thereon. The methods300,400and500can be implemented in connection with the vehicles100and the cloud computing system140ofFIG. 1, in accordance with various exemplary embodiments. As can be appreciated in light of the disclosure, the order of operation within the methods is not limited to the sequential execution as illustrated inFIGS. 3-5, but may be performed in one or more varying orders as applicable and in accordance with the present disclosure. As can further be appreciated, the methods300,400,500may be enabled to run continuously, may be scheduled to run at predetermined time intervals during operation of the vehicle100and/or may be scheduled to run based on predetermined events.

With initial reference toFIG. 3, the illustrated method300may be performed by the data management module150ofFIG. 2to categorize road hazard information. For example, road hazard information is received at310. In various embodiments the road hazard information includes the depth, the angle of the exiting wall, the height, the length, the width, and the geographic location of the road hazard as determined by the sensing devices40a-40nand/or the controller34. In various embodiments, the road hazard information includes vehicle response data as determined by the sensing devices40a-40nand/or the controller34.

A hazard category is then selected from a plurality of defined hazard categories based on the received road hazard information at320. For example, as illustrated inFIG. 5, road hazard categories labeled A, B, C, etc. may be defined for ranges of or specific values for depths, angles of the exiting wall, heights, lengths, widths, etc. The hazard category is selected from the defined hazard categories A, B, C based on the received depth, angle of the exiting wall, height, length, width by direct comparison and/or interpolation.

A vehicle category is then assigned from a plurality of vehicle categories based on the hazard category at330. For example, as illustrated inFIG. 6, vehicle categories labeled, X, Y, Z, etc. may be defined for ranges of or specific values for vehicles having a tire size, tire profile, weight, ground clearance, speed, etc. and may be associated with different road hazard categories. The vehicle categories may also be based on a trailer being associated with the vehicle and the corresponding trailer a tire size, tire profile, weight, ground clearance, speed, etc. The vehicle category is assigned from one of the defined vehicle categories based on the selected hazard category by direct comparison and/or interpolation. As can be appreciated, one or more vehicle categories may be assigned to any one road hazard. The road hazard category, vehicle category, and road hazard location are then stored with the road hazard information in the datastore160at340.

With reference now toFIG. 4, the illustrated method may be performed by the data management module150to selectively communicate the stored road hazard information. For example, vehicle information is received at410. The vehicle information can include, but is not limited to, a tire size, a tire profile, a weight, a round clearance, a speed, and a location of the vehicle. In various embodiments, when a vehicle100includes more than one wheel and the wheels have different size or a trailer and a vehicle have different wheel sizes, the information for the smallest wheel is used. In various embodiments, other parameters associated with the trailer may be used in addition to or as an alternative to the wheel size.

The stored data in the datastore160is processed along with the current location and road map data to select road hazards that have a location that fall within the lane of travel of the vehicle100at420. The current vehicle category is determined based on the received tire size, tire profile, weight, ground clearance, and speed at430. The road hazards selected based on location and then filtered based on the current vehicle category at440. The filtered road hazard and the corresponding information are then communicated back to the vehicle at450.

With reference now toFIG. 5, the illustrated method500may be performed by the road hazard vehicle control system10to detect road hazards and control one or more vehicles based on the detected road hazards. For example, data is received from one or more sensing devices and a road hazard is detected at510. The detected road hazard is then localized based on data from the sensing devices and/or GPS data at520. The road hazard information is then communicated to the remote computing system at530where it is categorized and stored at540. The stored road hazard information is then selectively communicated to one or more vehicles based on received vehicle information and the categories at550. And when it is determined that the receiving vehicle is approaching the road hazard at560, it is determined if the road hazard is too big based on the category at570. If the road hazard is not too big at570, the vehicle is autonomously controlled for example to adjust the suspension such that any vehicle damage or occupant discomfort is reduced or avoided at590. If the road hazard is too big at570, the vehicle is controlled for example to adjust the suspension, selectively maneuver around the vehicle (e.g., by changing lanes, or moving within the lane), reduce speed, and or to generate notifications to occupants of the vehicle of the upcoming road hazard such that vehicle damage or occupant discomfort is reduced or avoided at580. Thereafter, the method may end.