Patent Publication Number: US-2021164178-A1

Title: Surrogate for concrete curb

Description:
FIELD 
     The subject matter described herein relates in general to vehicles and, more particularly, to the testing of vehicle systems. 
     BACKGROUND 
     When a vehicle departs from a road, the situation can quickly become extremely dangerous. For instance, there are various roadside objects that a vehicle can collide with, and/or the vehicle may be prone to rollover. Some vehicles are equipped with a road departure mitigation system, and it is expected that the use of such systems will increase in the future. A road departure mitigation system can detect when a vehicle is about to leave the road. In such case, the road departure mitigation system can provide a warning to the driver and/or can automatically control one or more vehicle systems (e.g., steering and/or braking) to prevent the vehicle from departing the road. 
     SUMMARY 
     In one respect, the subject matter described herein is directed to a concrete curb surrogate. The concrete curb surrogate includes a body. The body can be configured to be substantially the same size and shape as a body of a concrete curb. The body can include a core and a skin attached to the core. The skin can cover at least a portion of the core. The skin can include a plurality of layers. The plurality of layers can include at least a first layer and a second layer. The first layer can include a mixture of paint and cement, and the second layer can include a conductive material. Thus, the skin can be configured to exhibit substantially the same characteristics as the concrete curb relative to one or more vehicle sensors (e.g., camera(s), radar sensor(s), and/or LIDAR sensor(s)). 
     In another respect, the subject matter described herein is directed to a surrogate for a concrete curb for use in vehicle testing. The surrogate can include a body configured to be substantially the same size and shape as a body of a concrete curb. The body can include a core and a skin attached to the core. The core include a non-concrete material, such as a foam material. The skin can cover at least a portion of the core. The skin can include at least three layers. The at least three layers can include a first layer, a second layer, and an intermediate layer located between the first layer and the second layer. The first layer can include a mixture of paint and cement. The first layer can be an outermost layer of the skin. The second layer can include a conductive material. Thus, the skin can be configured to exhibit substantially the same characteristics as the concrete curb relative to one or more vehicle sensors (e.g., camera(s), radar sensor(s), and/or LIDAR sensor(s)). 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a view of an example of a concrete curb surrogate. 
         FIG. 2  is a cross-sectional view of the concrete curb surrogate, viewed along line  2 - 2  in  FIG. 1  and showing a core and a skin. 
         FIG. 3  is a cross-sectional view of the concrete curb surrogate, viewed along line  3 - 3  in  FIG. 2  and showing a multi-layer skin. 
         FIG. 4A  is a table of various example paint colors for the skin of the concrete curb surrogate. 
         FIG. 4B  is a table of various example color groupings for the skin of the concrete curb surrogate. 
         FIG. 4C  is a table of various example paint patterns for the skin of the concrete curb surrogate. 
         FIGS. 5A-H  show the infrared reflectance of a concrete curb surrogate at various detection angles for a first color group and for different cement to paint ratios in an outermost layer of the skin. 
         FIGS. 6A-H  show the infrared reflectance of a concrete curb surrogate at various detection angles for a second color group and for different cement to paint ratios in an outermost layer of the skin. 
         FIGS. 7A-H  show the infrared reflectance of a concrete curb surrogate at various detection angles for a third color group and for different cement to paint ratios in an outermost layer of the skin. 
         FIG. 8  is a view of an example of a vehicle testing environment. 
     
    
    
     DETAILED DESCRIPTION 
     According to arrangements herein, surrogates are provided for one or more roadside objects, such as a concrete curb. These surrogates can approximate the overall visual appearance of the corresponding roadside object, and they can mimic the characteristics of the corresponding roadside object relative to vehicle sensors. These surrogates can be used in the testing of vehicles, such as automated vehicles and/or vehicles with a road departure mitigation system. 
     The surrogates can be relatively lightweight, soft, and sturdy. The surrogates can be configured to be crashed into by a vehicle without damaging the test vehicle. The surrogates can also be configured to be crashed into by a vehicle without damaging the surrogate in many cases. However, it will be appreciated that, in at least some instances, damage to the surrogate may occur if it is repeatedly crashed into by a vehicle (assuming it is not run over by the vehicle) and/or if it is crashed into by a vehicle at high speeds. The surrogates can have substantially the same size and/or shape as the roadside objects that they are being used as a substitute. In some instances, at least a portion of the surrogates can be configured to separate after being impacted by a vehicle. The surrogates can be configured to be reset for use within a period of time, such as 1 minutes or less per meter of the length of the surrogate. 
     The surrogates can be configured to exhibit substantially the same characteristics to one or more vehicle sensors (e.g., cameras, radar sensors, LIDAR sensors, etc.) as their corresponding roadside object. For example, the surrogates can have substantially the same visual appearance (e.g., color, size, and shape) as the corresponding roadside object. In this respect, the surrogate can appear substantially same to vehicle cameras as the actual corresponding roadside object. Further, the surrogates can exhibit substantially the same radar reflectivity and/or radar cross-section as the corresponding roadside object. In one or more arrangements, the surrogates can exhibit substantially the same radar cross-section for 24 GHz radar and/or for 77 GHz radar as the corresponding roadside object. For a concrete curb surrogate, the radar reflectivity of a skin of the concrete curb surrogate can be substantially the same as a corresponding real concrete curb for 24 GHz and/or 77 GHz radar. In one non-limiting example, the radar reflectivity of a skin of the concrete curb surrogate can be −7.30±1 dB for 24 GHz and/or 77 GHz radar. However, it will be understood that the radar reflectivity of a skin of the concrete curb surrogate may have other values for both 24 GHz and 77 GHz radar, depending on the particular concrete curb that is being mimicked by the surrogate. Thus, the surrogate can appear substantially the same to a radar sensor as the corresponding roadside object. Still further, the surrogates can exhibit substantially the same infrared reflectivity as the corresponding roadside object. More particularly, the surrogates can exhibit substantially the same infrared reflectivity as the corresponding roadside object at various reflectance angles, such as a reflectance angle of from substantially 20 degrees to substantially 70 degrees (where 0 degree is the direction normal to the object surface). The surrogate can appear substantially the same to a LIDAR sensor as the corresponding roadside object. 
     Detailed embodiments are disclosed herein; however, it is to be understood that the disclosed embodiments are intended only as exemplary. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the aspects herein in virtually any appropriately detailed structure. Further, the terms and phrases used herein are not intended to be limiting but rather to provide an understandable description of embodiments and aspects herein. Arrangements are shown in  FIGS. 1-8 , but the embodiments are not limited to the illustrated structure(s) or application(s). 
     For purposes of simplicity and clarity of illustration, elements shown in the figures have not necessarily been drawn to scale. For example, the dimensions of some of the elements may be exaggerated relative to other elements for clarity. Further, where considered appropriate, reference numbers are repeated among the figures to indicate corresponding, analogous, or like features. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein can be practiced without these specific details. 
     One example of a roadside object in which arrangements described herein can be used is a curb. Typically, curbs are used in places where surfaces at different elevations meet. For instance, curbs can be used at a junction where a raised portion of land or material meets an unraised portion of land or material. For instance, curbs can be at the interface between land and a paved surface. However, some curbs can be raised sections between two unraised portions of land or material. Curbs can serve a variety of functions. For instance, curbs can provide borders for roads or paths, support for portions of raised materials, aesthetic appeal, and/or provide safety or directional means for pedestrians and vehicles. Curbs may also provide feature to facilitate drainage. The use of curbs is relatively abundant on roads throughout the world. Curbs can be made of one or more materials, such as concrete. 
     In one or more arrangements, a surrogate for a concrete curb can be provided. An example of a curb surrogate  100  is shown in  FIGS. 1-2 . The curb surrogate  100  can have substantially the same size, shape, and/or configuration as any curb, now known or later developed. The curb surrogate  100  can have a body  110 . The body  110  can have any suitable cross-sectional shape. In one or more arrangements, the body  110  can be substantially rectangular. One or more corners of the curb surrogate  100  can be rounded.  FIG. 2  shows an example in which the curb surrogate  100  includes a rounded corner  120 . 
     The curb surrogate  100  can have any suitable size. For example, in one or more arrangements, the curb surrogate  100  can have a height of about 6 inches, a width of about 6 inches, and a length of about 72 inches. The rounded corner  120  can have a radius from about 1 inch to about 4 inches. In one or more arrangements, the rounded corner  120  can have a radius of about 1.5 inches. 
     However, it will be understood that the curb surrogate  100  can have other shapes corresponding to the shapes of other curbs, such as substantially trapezoidal, substantially polygonal, substantially quadrilateral, substantially semi-circular, substantially L-shaped, or irregular shaped, or any combination thereof. The curb surrogate  100  can have a shape specified by any previous, current, or future standard. The standard can be a local, city, state, national/federal, or international standard. The curb surrogate  100  can have a shape specified by any previous, current, or future Department of Transportation (U.S. or state) standard. 
     It should be noted that the curb surrogate  100  can extend in a substantially straight manner along its length, as is shown in  FIG. 1 . However, it will be appreciated that, in some arrangements, the curb surrogate  100  can include curves, bends, or other non-straight feature along at least a portion of its length. In some instances, the curb surrogate  100  may include features associated with actual curbs, such as drainage features (e.g., gutters). 
     Referring to  FIG. 2 , the body  110  can include a core  200  and a skin  210 . The core  200  can be made of a relatively soft, sturdy, and/or lightweight material. The core  200  can define the overall shape of the curb surrogate  100 . For instance, the core  200  can be made of a foam material. As an example, the core  200  can be made of polyethylene foam. As an example, the core  200  can be made of 2 lb/ft 3  cross-linked polyethylene foam. The core  200  can be made of a non-concrete material. 
     The skin  210  can be configured to cause the curb surrogate  100  to satisfy the requirements of one or more vehicle sensors. For instance, the skin  210  can be configured to satisfy requirements for LIDAR sensors, radar sensors, and/or cameras of a vehicle. Thus, relative to the one or more vehicle sensors, the curb surrogate  100  can appear substantially the same as the real world curb that the curb surrogate  100  is mimicking. The skin  210  can also serve as a protective layer to the core  200 , such as when the curb surrogate  100  is crashed into by a vehicle during testing. The skin can minimize damage to the foam due to sun exposure. 
     At least a portion of the core  200  can be substantially covered by the skin  210 . In one or more arrangements, the entire core  200  can be covered by the skin  210 . In one or more arrangements, only a portion of the core  200  can be covered by the skin  210 . For example, as shown in  FIG. 2 , only an upper surface  202  and a road-facing surface  204  of the core  200  visible to the test vehicle can be covered by the skin  210 . The terms “upper” and “road-facing” are used in this respect for convenience to note the relative position of these surfaces when the curb surrogate  100  is used in an intended operational position. However, it will be understood that these terms are not intended to be limiting. The longitudinal ends  206  of the core  200  may or may not be covered by the skin  210 . 
     The skin  210  can be made of one or more layers. In one or more arrangements, the skin  210  can be made of a single layer. In one or more arrangements, the skin  210  can include a plurality of layers. 
     The skin  210  can include various materials. Non-limiting examples of such materials include polycarbonate, non-metallic fabric (e.g., polyester fabric, a cotton fabric, a nylon fabric, etc.), paint (e.g., acrylic paint, organic paint, a conductive paint, etc.), cement (e.g., Portland cement), other materials, and any combination thereof. The materials can be arranged in various ways within the skin  210 . 
     Some examples of the skin  210  will now be provided. In one or more examples, the skin  210  can include a plurality of layers. For instance, referring to  FIG. 3 , the skin  210  can include three layers: a first layer  220 , a second layer  230 , and an intermediate layer  240  between the first layer  220  and the second layer  230 . However, it will be appreciated that there can be greater or fewer than three layers. In one or more arrangements, the first layer  220  can be an outermost layer of the skin  210 , and the second layer  230  can be an innermost layer of the skin  210 . The terms “outermost” and “innermost” are used for convenience relative to the core  200  of the curb surrogate  100 . Each of the layers will be discussed in turn below. 
     The first layer  220  of the skin  210  can be formed by one or more materials. In one or more arrangements, the first layer  220  can be formed by a mixture of paint and cement. As an example, the first layer  220  can include concrete colored paint mixed with Portland cement. These materials can be mixed at any suitable ratio. In one or more arrangements, the amount of paint can be substantially greater than the amount of cement. For instance, the ratio of paint to cement can be about 32:1. 
     In some arrangements, the first layer  220  can include at least one of concrete colored paint and one or more chemical components of Portland cement. Examples of the chemical components of Portland cement can be found in any past, current, or future standard defining Portland cement. For instance, Portland cement is defined in the following standards: ASTM C150 (ASTM International) and EN 197-1 (European Committee for Standardization), which are incorporated herein by reference. 
     The first layer  220  can have any suitable thickness. As an example, the first layer  220  can have a thickness of about 50 μm to about 100 μm and, more particularly, about 50 μm to about 60 μm. In some arrangements, the materials of the first layer  220  can satisfy the LIDAR, radar and/or camera requirements of the curb surrogate  100 . 
     The intermediate layer  240  can be made of any suitable material to provide strength to the skin  210 , such as when crashed into by a vehicle. In one or more arrangements, the intermediate layer  240  can include polycarbonate. For instance, the intermediate layer  240  can be formed by a polycarbonate film. The polycarbonate film can be a matte polycarbonate film to facilitate paint attachment. That is, at least one of the sides of the polycarbonate film can have a matte finish. In one or more arrangements, both sides of the polycarbonate film can have a matte finish. In one or more arrangements, the intermediate layer can be made of a nonmetallic fabric material. For example, the intermediate layer  240  can be made of polyester fabric, a cotton fabric, a nylon fabric, or combinations thereof. The intermediate layer  240  can have any suitable thickness. For instance, the intermediate layer  240  can have a thickness of about 475 μm or about 0.02 inches. 
     The second layer  230  can be made of any suitable material. In one or more arrangements, the second layer  230  can include a conductive material. For example, the second layer  230  can include a conductive paint (e.g., conductive carbon paint). Some arrangements, the second layer  230  can be a mixture of conductive paint and organic, non-conductive paint. These paints can be mixed at any suitable ratio. In one or more arrangements, the ratio of organic paint to the conductive paint can be about 8:1. In some implementations, two or more coats of this paint mixture can be applied. 
     In one or more arrangements, the second layer  230  can include a conductive fabric. In one or more arrangements, the second layer  230  can include a conductive film. In one or more arrangements, the second layer  230  can include a conductive foam. In one or more arrangements, the second layer  230  can be defined by the core  200  or a portion of the core  200 . For instance, when the core  200  is made of foam, the foam can be conductive or made to be conductive. In some arrangements, a portion of the foam of the core  200  can be conductive or made to be conductive. 
     The second layer  230  can have any suitable thickness. For instance, the second layer  230  can have a thickness of about 50 μm to about 100 μm and, more particularly, about 50 μm to about 60 μm. The second layer  230 , alone or in combination with the intermediate layer  240 , can help in satisfying the radar sensor requirement. The thickness of the layers can be adjusted to satisfy radar requirements. 
     The skin  226  can be attached to the core  224  in any suitable manner. For instance, the skin  226  can be attached to the core  224  by one or more adhesives and/or one or more fasteners. In one or more arrangements, the skin  226  can be attached to the core  224  using tape. In one or more arrangements, the skin  226  can be attached to the core  224  using hook and loop type fasteners (e.g., Velcro). 
     The skin  210  of the concrete curb surrogate  100  can be painted a color that substantially matches the color of the concrete curb that it is mimicking. Concrete curbs can be various colors. Based on a survey of concrete curbs throughout the United States, various commonly reoccurring colors were identified. Non-limiting examples of various example paint colors for the skin  210  of the concrete curb surrogate  100  that correspond to these commonly reoccurring colors are shown in  FIG. 4A . The RGB (Red Green Blue) values of each color is provided in the table. The LAB values of each color are provided in the table. The LAB colors are based on the CIE 1976 L*a*b color space, as specified by the International Commission on Illumination (CIE) in 1976. 
     It should be noted that many real world concrete curbs are not of uniform color. This condition can arise due to variations in the material for the curb. It can also arise due to exposure to the elements, dirt, and/or other substances. In some instances, it can result from being damaged. Thus, the skin  210  of the concrete curb surrogate  100  can include color groupings and/or color patterns to more closely match the color and color pattern of the actual concrete curb that it is mimicking. There are various types of patterns that can be used. For instance, the patterns can include spots (dense or sparse), random shaped patches, other shapes, or any combination thereof. These patterns can be made of any of the colors listed in  FIG. 4A . 
       FIG. 4B  is a table of various example color groupings for the skin of the concrete curb surrogate. Each color grouping includes a combination of two or more of the colors in  FIG. 4A .  FIG. 4C  is a table of various example paint patterns for the skin of the concrete curb surrogate. Each pattern is based on the groupings in  FIG. 4B .  FIG. 4C  describes examples of ways in which the individual colors in the groupings can be distributed. Again, it will be appreciated that the colors, color grouping, and patterns can be selected based on the actual concrete curb that the curb surrogate  100  is trying to mimic. 
     The curb surrogate  100  can be formed by a single piece ( FIG. 1 ). Alternatively, the curb surrogate  100  can be formed by a plurality of body segments  100 ′ ( FIG. 8 ). In such case, the body segments  100 ′ can be operatively connected in an end-to-end manner. 
     One example arrangement of the curb surrogate  100  will be described in connection with  FIG. 3 . In this example, the core  200  can be made of cross-linked polyethylene foam. The skin  210  can have three layers. The first layer  220  can be made of a 32:1 mix of concrete colored paint and Portland cement. This mix of paint and cement can be applied in one or more layers. In this example, the first layer  220  is the outermost layer of the skin. The intermediate layer  240  can be made of polycarbonate film or a nonmetallic fabric material. The second layer  230  can be made of 8:1 mix of organic paint and conductive carbon paint. In one or more arrangements, this mix of paint can be applied in one or more coats. 
     Concrete curb surrogates as described herein have been tested relative to vehicle sensors. Test data showed that at least some configurations of the curb surrogate  100  exhibit substantially the same characteristics as the concrete curb relative to one or more vehicle sensors (e.g., camera(s), radar sensor(s), and/or LIDAR sensor(s)). 
     For instance, test data showed that at least some configurations of the curb surrogate  100  met infrared requirements in the detection angle range of 0 to 70 degrees, as is shown in  FIGS. 5-7 . Each of these figures will be discussed below. 
       FIGS. 5A-H  show the infrared reflectance of a concrete curb surrogate at various detection angles for different cement to paint ratios (1:30, 1:32, and 1:45) in the first layer of the skin. Beginning with  FIG. 5A , the detection angle is 0 degrees. In going from  FIG. 5B  to  FIG. 5H , the detection angle increases in 10 degree increments to 70 degrees in  FIG. 5H . In this example, the color of the concrete curb surrogate is color group  1  ( FIG. 4B ). In testing, the curb surrogate  100  with a cement to paint ratio of 1:32 met infrared requirements for 0 to 70 degrees. 
       FIGS. 6A-H  show the infrared reflectance of a concrete curb surrogate at various detection angles for different cement to paint ratios (1:25, 1:30, and 1:32) in the first layer of the skin. Beginning with  FIG. 6A , the detection angle is 0 degrees. In going from  FIG. 6B  to  FIG. 6H , the detection angle increases in 10 degree increments to 70 degrees in  FIG. 6H . In this example, the concrete curb surrogate is color group  3  ( FIG. 4B ). In testing, the curb surrogate  100  met infrared requirements for 0 to 70 degrees. 
       FIGS. 7A-H  show the infrared reflectance of a concrete curb surrogate at various detection angles for different cement to paint ratios (1:10, 1:20, 1:30, and 1:32) in the first layer of the skin. In going from  FIG. 7B  to  FIG. 7H , the detection angle increases in 10 degree increments to 70 degrees in  FIG. 7H . In this example, the concrete curb surrogate is color group  4  ( FIG. 4B ). In testing, the curb surrogate  100  with a cement to paint ratio of 1:32 met infrared requirements for 0 to 70 degrees. 
     From the above  FIGS. 5-7 , the 1:32 cement to paint ratio performed the best for all colors. In these graphs, the reflectivity of the skin with the 1:32 cement to paint ratio fell within the upper and lower bounds. In some instances, the reflectivity of the skin with the 1:32 cement to paint ratio were near the upper bound. Commercial LIDAR sensors typically operate in the 800-1100 nm range. Within this range, the reflectivity of the skin with the 1:32 cement to paint ratio performed well. 
     In testing, the skin of the curb surrogate  100  met radar reflectivity requirements (e.g., −7.3±1 dB for 24 GHz and/or 77 GHz radar). 
     While a curb surrogate has been described above, it will be understood that the approaches described herein can generally be applied to create surrogates for other roadside objects, such as poles and tree trunks. 
     The surrogates described herein can be used for various purposes. For instance, the surrogates can be used in connection with the testing of vehicles. The vehicle can have a sensor system. The sensor system can include one or more sensors. “Sensor” means any device, component and/or system that can detect, determine, assess, monitor, measure, quantify and/or sense something. The one or more sensors can detect, determine, assess, monitor, measure, quantify and/or sense in real-time. As used herein, the term “real-time” means a level of processing responsiveness that a user or system senses as sufficiently immediate for a particular process or determination to be made, or that enables the processor to keep up with some external process. 
     In arrangements in which the sensor system includes a plurality of sensors, the sensors can work independently from each other. Alternatively, two or more of the sensors can work in combination with each other. In such case, the two or more sensors can form a sensor network. The sensor system and/or the one or more sensors can be operatively connected to processor(s), the data store(s), and/or other elements or systems of the vehicle. The sensor system can acquire data of at least a portion of the external environment of the vehicle. 
     The sensor system can include one or more environment sensors configured to acquire, detect, determine, assess, monitor, measure, quantify and/or sense driving environment data. “Driving environment data” includes and data or information about the external environment in which a vehicle is located or one or more portions thereof. For example, the one or more environment sensors can acquire data or information about obstacles in at least a portion of the external environment of the vehicle. In one or more arrangements, the sensor system can include one or more radar sensors, one or more LIDAR sensors, and/or one or more cameras. 
     The surrogates can be used on a test track or testing facility. The surrogates can be set up in an appropriate position with respect to the road. It should be noted that the curb surrogate be used on one or both sides of a road. Curb surrogates used on one side of the road can be substantially identical to curb surrogates used on the other side of the road, or they can be substantially mirror images of each other. 
     The concrete curb surrogate  100  can be used in a vehicle testing environment  800 , as is shown in  FIG. 8 . The vehicle testing environment  800  can be, for example, a test track or a testing facility. The vehicle testing environment  800  can include a road  810  on which a test vehicle  820  can be driven, autonomously, semi-autonomously, and/or manually. The concrete curb surrogate  100  can be set up in an appropriate position with respect to the road  810 . For example, the concrete curb surrogate  100  can be substantially adjacent to the road  810 . For instance, the concrete curb surrogate  100  can be placed at an edge  811  of the road  810 . In such case, the concrete curb surrogate  100  may define at least a portion of the edge  811  of the road  810  in that location. 
     While  FIG. 8  shows the concrete curb surrogate  100  as being used on one side of the road  810 , it will be understood that the concrete curb surrogate  100  can be used on one or both sides of the road  810 . The concrete curb surrogate(s)  100  used on one side of a road can be substantially identical to the concrete curb surrogate(s)  100  used on the other side of the road, or they can be substantially mirror images of each other. 
     In some arrangements, one continuous concrete curb surrogate  100  can be used on a side of the road  810 . Alternatively, there can be a plurality of concrete curb surrogates  100  on the side of the road  810 . The plurality of concrete curb surrogates  100  can be substantially identical to each other. Alternatively, one or more of the plurality of concrete curb surrogates can be different from the other concrete curb surrogates in one or more respects, including in any respect described herein. 
     The plurality of concrete curb surrogates  100  can be arranged in any suitable manner. For instance, the concrete curb surrogates  100  can be substantially aligned with each other. In some or more arrangements, the plurality of concrete curb surrogates  100  can be arranged in an end-to-end manner such that the concrete curb surrogates abut each other. In some instances, two or more of the concrete curb surrogates  100  can be operatively connected to each other in any suitable manner, including, for example, one or more adhesives, one or more forms of mechanical engagement, and/or one or more fasteners. 
     During testing, the test vehicle  820  can move along the road  810 . One or more sensors  830  of the test vehicle  820  can acquire driving environment data, including data about the concrete curb surrogate  100 . For instance, the test vehicle  820  can acquire data about the concrete curb surrogate  100  using camera(s), radar sensor(s), and/or LIDAR sensor(s). Due to the construction of the concrete curb surrogate  100 , the data of the concrete curb surrogate  100  acquired by the sensor(s)  830  can mimic the sensor data that would be acquired by the sensor(s)  830  of an actual concrete curb in a real world driving environment. The acquired driving environment data can be processed and/or analyzed, such as by one or more processors, to determine an appropriate action. 
     If the test vehicle  820  veers off of the road  810  and onto the concrete curb surrogate  100 , damage to the test vehicle  820  and/or the concrete curb surrogate  100  can be avoided and/or minimized. Thus, the concrete curb surrogate  100  can continue to be used in future tests. The concrete curb surrogate  100  can help the test vehicle  820  to distinguish the boundaries of the road  810 , particularly in those portions of the road  810  that do not include lane markings. 
     The vehicle can move along the test track and the sensor system can acquire driving environment data, including data about the curb surrogate, using the camera(s), the radar sensor(s), and the LIDAR sensor(s). Due to the construction of the curb surrogate, the data of the curb surrogate acquired by the sensor system can mimic the sensor data that would be acquired by the sensor system in a real world driving environment. The vehicle can process the sensor data to determine an appropriate action. However, if for some reason, the vehicle does not detect the curb surrogate and the vehicle collides with the curb surrogate, damage to the vehicle and the curb surrogate is avoided due to the construction of the curb surrogate. The curb surrogate can be readily set up again and further testing can be performed. 
     As an example, the surrogates described herein can be used in connection with the testing of the sensors and/or systems of an automated vehicle. “Automated vehicle” means a vehicle that configured to operate in an autonomous operational mode in which one or more computing systems are used to navigate and/or maneuver the vehicle along a travel route with minimal or no input from a human driver. In one or more arrangements, the automated vehicle can be highly automated or completely automated. As another example, the surrogates described herein can be used to test road departure mitigation systems in vehicles. 
     It will be appreciated that arrangements described herein can provide numerous benefits, including one or more of the benefits mentioned herein. For example, arrangements described herein can provide surrogates that appear to be visually realistic to their counterpart roadside objects. Arrangements described herein can provide surrogates that mimic their corresponding roadside object with respect to one or more sensors. Arrangements described here enable the surrogates to be used in vehicle testing, particularly the testing of road departure systems. Arrangements described herein can be crashed into during testing, thereby avoiding damage to the test vehicle. Arrangements described herein can be used for internal testing and to support upcoming European New Car Assessment Programme (EUNCAP) requirements for road departure systems and potential future U.S. and other global testing requirements. 
     As used herein, the term “substantially” or “about” includes exactly the term it modifies and slight variations therefrom. Thus, the term “substantially parallel” means exactly parallel and slight variations therefrom. “Slight variations therefrom” can include within 15 degrees/percent/units or less, within 14 degrees/percent/units or less, within 13 degrees/percent/units or less, within 12 degrees/percent/units or less, within 11 degrees/percent/units or less, within 10 degrees/percent/units or less, within 9 degrees/percent/units or less, within 8 degrees/percent/units or less, within 7 degrees/percent/units or less, within 6 degrees/percent/units or less, within 5 degrees/percent/units or less, within 4 degrees/percent/units or less, within 3 degrees/percent/units or less, within 2 degrees/percent/units or less, or within 1 degree/percent/unit or less. In some instances, “substantially” can include being within normal manufacturing tolerances. 
     The terms “a” and “an,” as used herein, are defined as one or more than one. The term “plurality,” as used herein, is defined as two or more than two. The term “another,” as used herein, is defined as at least a second or more. The terms “including” and/or “having,” as used herein, are defined as comprising (i.e. open language). The phrase “at least one of . . . and . . . ” as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items. As an example, the phrase “at least one of A, B and C” includes A only, B only, C only, or any combination thereof (e.g. AB, AC, BC or ABC). 
     Aspects described herein can be embodied in other forms and combinations without departing from the spirit or essential attributes thereof. Thus, it will of course be understood that embodiments are not limited to the specific details described herein, which are given by way of example only, and that various modifications and alterations are possible.