Patent Description:
Autonomous navigation of vehicles may require sensing of real-world environments or extensive prior knowledge of environments (e.g., roads). Real-world environments are variable and detailed prior maps may not account for changes in navigation conditions such as road surface conditions. Thus, there may be a need for methods and systems to facilitate determining surface characteristics, which may assist in autonomous navigation of vehicles.

<CIT> describes systems and methods for asphalt density and soil moisture measurement using ground penetrating radar.

<CIT> describes ground penetrating radar for rejecting and looking past surface reflections, which is capable of detecting buried objects and other items below the ground surface.

<CIT> describes a roaming mobile sensor platform for collecting geo-referenced data and creating thematic maps. The data are transmitted to a control center for analysis and distribution.

The present invention comprises a method of controlling navigation of a vehicle, as recited in claim <NUM>. The present invention further comprises a system for controlling navigation of a vehicle as recited in claim <NUM>.

In various implementations, the method may include transmitting at least one of the response signal, the measured intensity of the response signal, the measured phase of the response signal, and the determined surface characteristic to one or more control systems of the vehicle. Determining the surface characteristic may be based on at least one of a transfer function and a frequency response. The surface characteristic may be at least one of snow, ice, water, mud, slush, sand, gravel, dirt, rock, debris and salt.

In various implementations, determining the surface characteristic may include correlating the measured intensity or phase of the response signal with known intensities or phases of signal responses associated with a plurality of predefined surface characteristics. Determining the surface characteristic may also include calculating at least one of a difference between a known intensity or phase of a clear surface characteristic and the measured intensity or phase of the response signal and a difference between a known intensity or phase of a precipitation condition surface characteristic and the measured intensity or phase of the response signal. Determining the surface characteristic may additionally include correlating the measured intensity or phase of the response signal with known intensities or phases of signal responses associated with a plurality of predefined surface characteristics and calculating at least one of a difference between a known intensity or phase of a clear surface characteristic and the measured intensity or phase of the response signal and a difference between a known intensity or phase of a precipitation condition surface characteristic and the measured intensity or phase of the response signal.

In various implementations, the measured intensity of the response signal may be at least one of a voltage and a power. The SPR system may include a plurality of SPR antennas and channels positioned under the vehicle. Each channel may comprise at least one transmit element and at least one receive element. The SPR system is also used in a localization application for the vehicle. Determining the surface characteristic may include using at least one of the response signal and the measured intensity or phase of the response signal and an output of another sensor. The sensor may be is associated with one or more of an optical sensor an inertial navigation system (INS), a GPS, a sound navigation and ranging (SONAR) system, a LIDAR system, a camera, an inertial measurement unit (IMU), a wheel slip sensor/encoder, and an auxiliary radar system.

In an embodiment, a system for determining surface characteristics may include at least one SPR channel comprising at least one SPR transmit element and at least one SPR receive element. The system may further include a SPR processor in communication with the at least one SPR receive element. The SPR processor may, in response to receiving a response signal from the SPR receive element, measure at least one of an intensity and a phase of a response signal received at the SPR receive element. The response signal may include, at least in part, a reflection of a transmitted SPR signal from a surface region associated with a surface. The SPR processor may determine, based at least in part on the intensity or the phase of the response signal, a surface characteristic of the surface.

In various implementations, the SPR processor may be configured to transmit at least one of the response signal, the measured intensity of the response signal, the measured phase of the response signal, and the determined surface characteristic to one or more control systems of a vehicle.

In an embodiment, a SPR system for determining surface characteristics may include a SPR antenna array positionable under a vehicle. The SPR antenna array may form a plurality of SPR channels. Each SPR channel may include a SPR antenna pair wherein one SPR antenna of the SPR antenna pair is a SPR transmit antenna and the other SPR antenna of the SPR antenna pair is a SPR receive antenna. The system may further include a SPR processor in communication with the SPR receive antennas. The SPR processor may be configured to measure intensities or phases of response signals received at the SPR receive antennas. The response signals may include, at least in part, reflections of transmitted SPR signals from a surface region associated with the surface. The SPR processor may also be configured to determine, based at least in part on the intensities or phases of the response signals, one or more surface characteristics of the surface.

In various implementations, a first SPR channel may include a first SPR transmit antenna positionable behind a front driver-side tire of a vehicle and a first SPR receive antenna positionable substantially parallel to the first SPR transmit antenna towards a front passenger-side tire of the vehicle. The SPR antenna pairs of the a SPR antenna array may be positionable substantially parallel to each other and the SPR antenna array may be positionable to extend from behind the front driver-side tire of a vehicle towards a front passenger-side tire of the vehicle. The SPR antennas may be positionable lengthwise along a length of the vehicle from behind the front driver-side tire of a vehicle towards a rear driver-side tire of the vehicle.

The above and further advantages of this invention may be better understood by referring to the following description in conjunction with the accompanying drawings, in which like numerals indicate like structural elements and features in the various figures. The drawings are not necessarily to scale, emphasis instead being placed upon showing the principles of the invention.

Reference is made in various embodiments described below to ground and a surface of the ground. It will be understood that the ground includes soil, road surface or pavement such as asphalt and concrete layers, gravel, sand and the like, and that the surface of the ground is the interface of the ground with the air, array, fluid, snow, rain, sludge, mud, or free space. In some instances, the surface may also include the surfaces that surround a tunnel, mineshaft, bridge, elevated platform, and/or other passageways through which a vehicle may travel. The term surface region as used herein includes a depth of a layer of a condition or substance on the surface. For example, the surface region may also include what is inside a layer of snow on a road or a layer of mud on the ground and/or part of the ground itself.

More generally, reference is made herein to surface penetrating radar (SPR) and ground penetrating radar (GPR). As used herein, SPR means any radar system that is configured to acquire data from a subsurface region. A SPR can be configured and oriented to obtain data for a subsurface region that is behind the surface of a wall, ceiling, floor or one or more surfaces along a tunnel or passageway. In some instances, the SPR can also obtain data for the surface. It will be recognized that a GPR system is a type of SPR system which is configured to acquire data from a region below the surface of the ground and may also acquire data for the surface of the ground. A subsurface region, as used herein, means a region behind the surface such as an underground region behind the ground surface. Alternatively, the subsurface region can be a region behind a surface of a structure, such as a region inside and/or behind a wall or ceiling structure.

In brief overview, the present disclosure relates to methods and systems for determining surface characteristics. The method may include transmitting a surface penetrating radar (SPR) signal towards a surface under a vehicle from a SPR system. The method may also include receiving a response signal at the SPR system. The response signal may include, at least in part, a reflection of the SPR signal from a surface region associated with the surface. The method may further include measuring an intensity or phase of the response signal. The method my additionally include determining, based at least in part on the intensity or phase of the response signal, a surface characteristic of the surface. In an implementation, the SPR system may also be used in a localization application for the vehicle.

Methods and systems for localization of a vehicle using SPR or GPR are described, for example, in <CIT>, titled "Method and System for Localization of a Vehicle Using Surface Penetrating Radar" and in <CIT>, titled "Vehicle Localization Using Surface Penetrating Radar". Further, methods and systems for detecting and locating changes in an underground region are described, for example, in <CIT>, titled "Mobile Coherent Change Detection Ground Penetrating Radar". Although the methods and systems described herein are discussed in the context of facilitating autonomous ground vehicle navigation, the methods and systems may be useful for other types of navigation. The facilitation of autonomous vehicle navigation is not limited to automobiles and other forms of surface vehicles traveling on land. Instead the techniques and features for facilitation of autonomous vehicle navigation described in the present disclosure may be applied to navigation on water, underwater, underground, indoors, or by flight (and, e.g., exoplanetary exploration).

Referring to <FIG>, a flowchart of a method <NUM> for determining surface characteristics in accordance with the present disclosure is shown. Referring also to <FIG>, a side view of a vehicle <NUM> equipped with a SPR system <NUM> in accordance with the present disclosure is shown. It should be noted that while SPR system <NUM> and other SPR systems described in the present disclosure may be designed for performing ground penetrating radar operations and collected data for subsurface imaging, surface information or data, i.e., data for the interface of the subsurface region with air or the local environment, can also be collected by SPR systems. The strongest return signal received by the SPR system may typically be based on the reflection caused by the surface.

Although depicted as an automobile, the vehicle <NUM> may be any mobile platform or structure, including by way of non-limiting examples, platforms for transporting passengers or payloads such as equipment, sensors and other objects. The vehicle <NUM> may have the capability to change direction (i.e., steer), accelerate and decelerate. Although the vehicle <NUM> in the illustration is generally understood to be non-holonomic as its controllable degrees of freedom are less than the total degrees of freedom, a holonomic vehicle, such as a vehicle with omnidirectional wheels, is also contemplated. In other embodiments, the vehicle <NUM> may be capable of changing one or more of its altitude (or distance from the surface of the ground), pitch, yaw and roll. The vehicle <NUM> may include a SPR-based navigation system and may be operated in an autonomous mode. In other words, passenger operation of the vehicle <NUM> may be limited or absent, and there may be no remote commands received by the vehicle <NUM> for navigation. By way of an example, limited operation may include control of the speed by a passenger while other operations remain under autonomous control.

In an embodiment, method <NUM> may include transmitting <NUM> a ground penetrating radar (SPR) signal (e.g., signal <NUM>) towards a surface (e.g., surface <NUM>) under vehicle <NUM> from a SPR system <NUM>. SPR system <NUM> may include an antenna array fixed to the underside of vehicle <NUM>. The SPR antenna array may include a linear configuration of spatially-invariant transmit and receive antenna elements for transmitting and receiving radar signals. Signal <NUM> may be transmitted by one of the transmit antenna elements of the SPR antenna array. In other embodiments, the SPR antenna array may be located elsewhere on the vehicle <NUM> (e.g., fixed to the front of the vehicle) and the transmit and receive antenna elements may not be linearly arranged. The SPR antenna array may be nominally or substantially parallel to the ground surface <NUM> and may extend parallel or perpendicular to the direction of travel. SPR signals (e.g., signal <NUM>) may propagate downward from the transmitting antenna elements to and/or through the road surface <NUM> under the vehicle <NUM>. The SPR signals may be backscattered in an upward direction from the surface <NUM> and may be detected by the receiving antenna elements.

In various implementations, the SPR signal may comprise frequencies or ranges of frequencies which may be selected based on sensitivity to water or other surface characteristics. Frequency responses may be analyzed to determine suitable frequencies for the SPR signal. For example, frequency selection may be based on the response for each frequency as it relates to reflection from various surface characters (e.g., snow, ice, water, mud, slush, sand, and/or salt). Frequencies may be selected such that particular depth ranges or feature types, stabilities, clutter levels and features sizes are emphasized or deemphasized in the data. Thus, frequency selection may allow emphasis for surface characters such as snow, ice, water, mud, slush, sand, and/or salt). For example, the higher the frequency, the more attenuation and/or reflection from water or snow and the less penetration into the surfaces may occur. Higher frequency can also cause a slightly different phase shift.

Referring now to <FIG>, an example SPR system in accordance with the present disclosure is shown. SPR system <NUM> may be a mobile SPR system and may include SPR antenna array <NUM>. For example, SPR antenna array <NUM> may be fixed to the underside of vehicle. SPR antenna array <NUM> may include one or more transmit and receive antenna elements for transmitting and receiving radar signals. Further, SPR antenna array <NUM> may be in communication with SPR processor <NUM> which may control SPR antenna array <NUM>. A radar transceiver may send and receive the signal. The processor may be a general purpose processor, GPU, or similar. For example, SPR processor <NUM> may control the transmit operations of SPR antenna array <NUM> or one or more of the transmit and receive antenna elements therein. SPR processor <NUM> may receive return radar signals from SPR antenna array <NUM> or one or more of the antenna elements therein. SPR system <NUM> of <FIG> may be the same as, similar to, or an implementation of SPR system <NUM>.

In this implementation, SPR system <NUM> may also include one or more components for performing localization operations of the vehicle. For example, SPR system <NUM> may include a registration module, conversion module, user interface, and/or reference image source, as discussed in more detail in <CIT>, mentioned above. In this way, the SPR system may also be used in a localization application for the vehicle (e.g., vehicle <NUM>). The SPR system may also be used for traction control, auto pilot, and human operator warning, among other applications or operations.

Referring back to <FIG>, method <NUM> may also include receiving <NUM> a response signal at SPR system <NUM>. The response signal may include, at least in part, a reflection of the SPR signal (e.g., signal <NUM>) from a surface region associated with the surface <NUM> under vehicle <NUM>. The response signal may be received by one of the receive antenna elements of the SPR antenna array of SPR system <NUM>. The transmit and receive antennas may be the same type of element, different styles of elements, or be positioned in different locations. Differing types of antennas and positions may affect the resulting data and compatibility with maps should be considered.

Referring to <FIG> and <FIG>, front and bottom views of vehicle <NUM> are shown. SPR system <NUM> may include SPR antenna array <NUM>. SPR antenna array <NUM> may include antenna elements a-I. While SPR antenna array <NUM> may include twelve antenna elements a through I, this configuration is shown for illustrative purposes only and SPR antenna array <NUM> may include other numbers of antenna elements or other configurations. Antenna elements a through I may form eleven channels (e.g., channels <NUM>-<NUM>). Each channel may include a transmit and a receive element or a transmit and a receive pair. For example, there may be twelve elements across SPR antenna array <NUM> positioned across the vehicle from the driver's side to passenger side. In an implementation, transmit and receive elements or antennas may be collocated or may be the same element.

In an implementation, channel <NUM> may be aligned with or near front tire <NUM> on the driver's side of vehicle <NUM>. Channel <NUM> may be aligned with or near the front tire <NUM> on the passenger's side of vehicle <NUM>. A set of antennas (e.g., antennas a and b) may be about <NUM> feet long. Each antenna may be oriented between the front and back tires of vehicle <NUM>. One antenna (e.g., antenna a) of the channel may transmit and one antenna (e.g., antenna b) may receive. The antennas may be bar-shaped and may be spaced apart by five inches from each other. For example, antenna a may be next to front driver's side tire <NUM> and antenna b may be five inches closer to front passenger's side tire <NUM>. Additional antennas c-I may be positioned at
five-inch spacings towards the passenger's side until the last antenna (l) is near passenger's side front tire <NUM>. In this way, the SPR systems described herein may include a plurality of SPR antennas and channels positioned under the vehicle and each channel may include at least one transmit element and at least one receive element.

Referring to <FIG>, method <NUM> may also include measuring <NUM> an intensity or phase of the response signal. The intensity or phase of the response signal may be measure by the SPR processor (e.g., SPR processor <NUM>) and/or one or more other instruments included in the SPR system such as a voltmeter or amp meter. The SPR processor may receive the response signal from one or more of the SPR antenna elements. The measured intensity or phase of the response signal may be at least one of a voltage and a power or current. When the signal is received at the antenna, it may be adapted, filtered, and/or sampled so as to preserve intensity and phase information.

Method <NUM> may additionally include determining <NUM>, based at least in part on the intensity or phase of the response signal, a surface characteristic of the surface (e.g., surface <NUM>) under the vehicle (e.g., vehicle <NUM>). The surface characteristic may be one or more of snow, ice, water, mud, slush, sand, gravel, dirt, rock, debris and salt, etc..

In an implementation, determining the surface characteristic may be based (<NUM>) on a transfer function or frequency response. The transfer function may be created by recording the magnitude (intensity) and phase of the response for more than one frequency. This response can be isolated to the surface region response and compared with known prior passes (clean or otherwise), or responses for particular material types. Increase in water content in soils has been shown to shift the peak frequency of the subsurface response.

Determining the surface characteristic may include correlating <NUM> the measured intensity or phase of the response signal with known intensities or phases of signal responses associated with a plurality of predefined surface characteristics (e.g., snow, ice, water, mud, slush, sand, and salt. ) For example, a range of known intensities for signal responses associated with snow may be correlated with the measured intensity or phase of the response signal associated with signal <NUM> to determine that snow is a surface characteristic of surface <NUM> at a given time. In an implementation, the correlating operation <NUM> may be used when the response signal characteristics or range for, e.g., snow or ice, are already known and a current response signal is being correlated with prior information to determine surface characteristics. In this way, surface characteristics may be determined in real time or near real time which may benefit active drive control or real time control of the vehicle.

Determining the surface characteristic may alternatively or additionally include calculating <NUM> a difference between a known intensity or phase of a clear surface characteristic (e.g., no precipitation or fluid on a road) and the measured intensity or phase of the response signal. The known intensity of a clear surface characteristic may be a baseline number or range. By isolating the response to the area at and surrounding the road surface, given a known ( or measured) road surface reflection, a threshold may be set to indicate that the reflection is higher than expected and may translate into surface condition changes (e.g., such as snow). It should be noted that an opposite operation may also be performed where a data set on a wet day may be used to make a comparison (e.g., with dry, wet, snowy, etc.). For example, data from a precipitation condition surface characteristic (e.g., a wet, icy, or snow day) may be used as a baseline to make calculations and correlations to determine dry or wet surface characteristics or conditions. Thus, determining the surface characteristic may alternatively or additionally include calculating <NUM> a difference between a known intensity or phase of a precipitation condition surface characteristic and the measured intensity or phase of the response signal. In various implementations, determining the surface characteristic may include both correlating <NUM> and calculating <NUM> operations described above, which may allow for more accurate determination of surface characteristics of conditions.

In an implementation, a series of sweeps may be used to obtain more accurate data for determining surface characteristics. A sweep may be one set of responses across a SPR antenna array. There may be times when the SPR system is more sensitive or less sensitive due to a variety of environmental factors and multiple sweeps may be required to accurately determine surface characteristics or conditions in those instances. In an implementation, a sweep may be performed in <NUM>/126th of a second. Eight to ten seconds of sweeps may provide a large enough response to determine surface characters or conditions.

In various implementations, determining the surface characteristic may include using (<NUM>) one or more of the response signal itself, the measured intensity or phase of the response signal and/or an output of another sensor. Another sensor may provide information or data which may be used to determine surface characteristics and may include an optical sensor or one or more other sensors associate with an inertial navigation system (INS), a GPS, a sound navigation and ranging (SONAR) system, a LIDAR system, a camera, an inertial measurement unit (IMU), a wheel slip sensor/encoder, and an auxiliary radar system. As the data from these other sensors is complementary, it can be used to identify the particular surface conditions with more accuracy and robustness when the results are fused with those of the SPR system.

Referring now to <FIG>, example plots depicting road surface characteristics and conditions determined using the techniques and features described here are shown. The top and bottom plots show toad surface conditions in two different cases. Plot <NUM> shows a dry surface or pavement with no snow. From top to bottom in plot <NUM>, responses from channels <NUM>-<NUM> in the SPR antenna array are shown (i.e., marked at intervals of <NUM>, <NUM>, <NUM>, <NUM>, <NUM> on the left side). Measurements of signal intensity are obtained and shown from from left to right, across the vehicle. The lower axis (i.e., marked <NUM>-<NUM> points) represents time, which translates into distance travelled by the vehicle. Plot <NUM> depicts intensity of the response from the top layer of the road (i.e., surface). The signal intensity measurements may translate into voltage that that is actually measured. The lightness and darkness of the plot <NUM> depicts how high the intensity of the reflection from the top of the road surface is. The measurement shown represents the intensity (e.g., in voltage or power) of the signal response coming off of the top of the road. The plots show for a vehicle equipped with a SPR antenna array being driven along a certain distance of road, for a certain time period, what the reflected signal intensity looks like.

Surface signal reflection data may be recorded <NUM> times per second. Each point may represent one sweep or one set of measurements across all eleven channels. Thus, around <NUM> points shown are shown. If divided by <NUM>, the rough time period for each plot can be calculated. In some situations, data collection from the SPR antenna array may be limited. For example, if there is not enough motion from the vehicle, data may not be recorded, and the sample may be a longer time period than <NUM>/126th of a second. For example, if the vehicle is sitting still, data may not be record.

On the right side of plots <NUM> and <NUM>, a scale of <NUM>, <NUM>, <NUM>, and <NUM> x <NUM><NUM> is shown. This is a measure of intensity proportional to power. By matching the colors in the scale to the colors in, for example, plot <NUM>, it can be seen the response signal intensity if low, on the order of <NUM> x <NUM><NUM>. This is because plot <NUM> represents data from clear road surface conditions. For plot <NUM>, which represents data from snowy road surface conditions, it can be seen that response signal intensity is relatively high, near <NUM> x <NUM><NUM>, with some measurements near <NUM> x <NUM><NUM> and <NUM> x <NUM><NUM> in portions of the plot. It can be seen that in plot <NUM>, in the <NUM> time-point range, a reflectional outlier was detected on the road surface. This may have been a region with water or with a metal road structure.

In this way, surface characteristic data can be measured and passed on to vehicle control systems for use in automated vehicle control. Various thresholds for recognizing rain, snow, etc., can be used for acting on the surface condition data provided. In some situations, vehicle control systems may receive raw SPR antenna data. This underlying data being used to determining the surface characteristics may be same or similar to data being used for localization applications.

<FIG> shows a side cross section of the data as it penetrates the ground. The top part of the depth axis may be the surface of the road. The wet surface is shown on the top plot whereas a dry surface is shown on the bottom plot. The increase in intensity of the response is shown by the change in color or darkness.

<FIG> shows front cross section of the data and depth versus width of an array over the <NUM> channels. Snow and wet surface reflections are shown on the top of the top plot. Clear conditions are shown on the bottom plot.

<FIG> shows the road surface with (top) and without (bottom) snow and precipitation.

In an implementation, method <NUM> may also include transmitting <NUM> one or more of the response signal, the measured intensity or phase of the response signal, and the determined surface characteristic (e.g., snow, ice, water, mud, slush, sand, and salt) to one or more control systems (e.g., vehicle control system <NUM>) of the vehicle (e.g. vehicle <NUM>). The response signal, the measured intensity or phase of the response signal, and/or the determined surface characteristic may be transmitted over a wired connection or wirelessly to the vehicle control system, as the vehicle control system may be in communication with the SPR processor (e.g., SPR processor <NUM>). Method <NUM> may also include controlling <NUM> the vehicle (e.g., vehicle <NUM>) based on or more of the response signal, the measured intensity or phase of the response signal, and the determined surface characteristic. Controlling the vehicle may be performed by, for example vehicle control system <NUM> or one or more other control systems or algorithms integrated with vehicle <NUM>.

It should be noted that the vehicle control system may be an autonomous vehicle controller or a human who is being warned of conditions or a traction control system, among others systems or variations. The autonomous vehicle controller or human may drive more carefully (e.g. take wider or slower turns, etc.) so as to not lose traction in slippery conditions, upon, for example, receiving a warning of the conditions.

Controlling vehicle may include controlling the velocity, acceleration, orientation, angular velocity and/or angular acceleration of the vehicle and the vehicle may be continuously controlled via one or more vehicle navigation commands to maintain the vehicle at a desired position along a trip path or to maintain safety of the vehicle or any passengers in the vehicle, based in part on surface characteristics or surface conditions determined using the techniques and features described in the present disclosure. Controlling the vehicle may also include providing information to or assisting with traction control systems. Controlling the vehicle may also include individual wheel torque or traction control and a human driver may be warned and act as a result (e.g., change turn rate, etc.) In some implementations, location data for the vehicle may be used in combination with the surface characteristic data provided by the SPR system and/or one or more other sensors or navigation systems to guide or control the vehicle. Such sensor and navigation systems may include, by way of examples, an inertial navigation system (INS), a GPS, a sound navigation and ranging (SONAR) system, a LIDAR system, a camera, an inertial measurement unit (IMU) and an auxiliary radar system.

In an implementation, commands generated by an autonomous vehicle navigation system may use the surface characteristic or condition data described herein to affect a vehicle path change to reduce or minimize the differences between the vehicle track and a trip path. For example, the speed of the vehicle may be modified along segments of the trip path to maintain safe operation, to accommodate speed limits (e.g., which may be affected by surface conditions) and to achieve a desired completion time for traversing the trip path.

In an implementation, steering, orientation, velocity, pose and acceleration/deceleration may controlled in a manner to maintain safety of the vehicle or its passengers based on the surface characteristic or condition data described here. For example, the vehicle control system may include or cooperate with electrical, mechanical and pneumatic devices in the vehicle to achieve steering and speed control. In other embodiments having various types of propulsion and control mechanisms, a vehicle control system may also include or cooperate with one or more hydraulic, turbine, propeller, control surface, shape changing, and chemical systems or devices.

In this way, using the techniques and features described in the present disclosure, real time or near real time control adjusted for various surface conditions (e.g., snow, ice, water, mud, slush, sand, and salt) may be achieved. The real time or near real time control may be achieved for autonomous vehicle navigation or control systems or manual driving systems (e.g., assisted by use of the methods and systems for determining surface characteristics described herein) to maximize safety of the vehicle and/or passengers of the vehicle in adverse road surface conditions.

In an implementation, the methods and systems for determining surface characteristics described herein may also be used to collect surface information from multiple vehicles and use that prior information for controlling subsequent vehicles moving towards the same surface. This feature may be implemented through vehicle to vehicle communication, vehicle to structure communication, or potentially sending the surface condition information to a central surface conditions or autonomous vehicle control network and back to the vehicle desired to be controlled.

Claim 1:
A method (<NUM>) for controlling navigation of a vehicle, the method comprising:
transmitting (<NUM>) a surface penetrating radar (SPR) signal towards a surface from a SPR system on a vehicle;
receiving (<NUM>) a response signal at the SPR system, the response signal including a reflection of the SPR signal from a surface region associated with the surface and a reflection of the SPR signal from a subsurface region;
measuring (<NUM>) at least one of an intensity and a phase of the response signal;
determining (<NUM>), based at least in part on the at least one of the intensity and the phase of the response signal, a surface characteristic of the surface and localization data for the vehicle; and
controlling (<NUM>) a navigation of the vehicle based on at least one of: the response signal, the measured intensity of the response signal, the measured phase of the response signal, the determined surface characteristic and the determined localization data, wherein
the surface characteristic is at least one of snow, ice, water, mud, slush, sand, gravel, dirt, rock, debris and salt.