Patent Description:
The trucking industry transports a significant portion of raw materials and finished goods through roadways around the world. In America, the trucking industry is responsible for the majority of freight movement over land. Developments in technology, such as those associated with autonomous driving, have contributed to many improvements within the industry to increase productivity and safety of such operations.

<CIT> discloses a vision system for a vehicle including a plurality of cameras having fields of view of the exterior of the vehicle. Driver and passenger side wide angle cameras have fields of view along the respective sides of the vehicle, with a rearward camera having a wide angle field of view rearward of the vehicle. The side cameras may be disposed at or in a rearview mirror assembly of the vehicle, and multiple wide angle cameras may cover each side of the vehicle in order to provide an uninterrupted field of view.

<CIT> provides a monitoring device for a bus or truck that comprises a side monitoring camera attached to the stay that supports the rearview mirror. The side monitoring camera provides a view of the side of the vehicle and has a shooting range wider than the projection range of the rearview mirror. The monitoring device also comprises a wide angle rear monitoring camera at the rear surface of the bus.

<CIT> discloses a vehicle sensor system for a motor vehicle such as a truck. The system comprises multiple imaging sensors on each side of the vehicle to provide forward, sidewards and rearward views. <CIT> discloses a sensor assembly for autonomous vehicles corresponding to the preamble of claim <NUM>.

A sensor assembly for autonomous vehicles with the features of claim <NUM> is provided.

According to one aspect, the uninterrupted camera field of view spans at least <NUM>°. According to one aspect, the third camera and the second camera are oriented such that the field of view of the third camera overlaps the field of view of the second camera by at least <NUM> degrees. According to one aspect, the third camera and the second camera are oriented such that the field of view of the third camera overlaps the field of view of the second camera by about <NUM> degrees.

According to one aspect, the first camera, the second camera, and the third camera are each disposed on an upper portion of the side mirror assembly. According to one aspect, the first camera, the second camera, and the third camera are each disposed within a volume of <NUM><NUM> (<NUM> in<NUM>) on an upper portion of the side mirror assembly.

According to one aspect, the sensor assembly further includes a fourth camera configured to be mounted on a roof of the vehicle, the fourth camera oriented to have a field of view in the direction of forward travel of the vehicle. The first camera, second camera and third camera are oriented to provide, in combination with the fourth camera, the uninterrupted camera field of view. According to one aspect, the fourth camera is a wide field of view camera. According to one aspect, the fourth camera and the first camera are oriented such that the field of view of the fourth camera overlaps the field of view of the first camera. According to one aspect, the fourth camera and the third camera are oriented such that the field of view of the fourth camera overlaps the field of view of the third camera. According to one aspect, the fourth camera and third camera are oriented such that the field of view of the fourth camera overlaps the field of view of the second camera.

According to one aspect, the side mirror assembly further comprises at least one of a radar sensor and a lidar sensor. According to one aspect, the side mirror assembly further comprises a radar sensor, a lidar sensor, and an inertial measurement unit (IMU).

According to one aspect, sensor assembly for autonomous vehicles further includes an arm assembly configured to project the sensor assembly outward from the autonomous vehicle, wherein the autonomous vehicle is a truck, and wherein the arm assembly comprises mountings for attachment to an A-pillar of the truck. According to one aspect, the autonomous vehicle is a tractor trailer, and wherein the camera field of view is uninterrupted horizontally outside <NUM> meter laterally from a point at a center of a tractor of the tractor trailer. According to one aspect, the camera field of view is co-terminus with a side of a trailer of the tractor trailer. According to one aspect, the first camera is mounted with a tolerance such that the field of view of the first camera is co-terminus with a side of the autonomous vehicle when the first camera is maximally rotated away from the side of the autonomous vehicle.

Embodiments described herein are directed to sensor assemblies for autonomous vehicles. Autonomous vehicles use a variety of sensors to monitor their surroundings. The sensors may include, for example, cameras, lidars, radars, and inertial measurement units (IMUs). The combined data from the sensors may be used by a processor to autonomously navigate the roadway in a variety of light and weather conditions.

Several sensor-related technologies have been applied towards the expanding field of autonomous vehicles. While some advancements have been directed towards personal and commercial cars and vehicles, the application of these technologies towards semi-trailer trucks poses unique challenges and constraints. First, semi-trailer trucks generally travel long distances over roadways of varying quality under high-vibration and shock force conditions. Thus, sensor systems for use thereby must be configured to withstand such vibrations and forces for prolonged periods of time. Second, as the trailer towed by the semi-trailer truck blocks a significant portion of the rearward visibility, the position of sensors relative to the vehicle is key towards minimizing and eliminating sensor blind spots. Third, the heavy cargo weights towed by such vehicles may be difficult to maneuver, accelerate, and decelerate in response to road conditions and hazards, and, as such, precise and widespread object detection is required to enable rapid and safe autonomous driving.

As such, provided herein are apparatus, systems, and kits comprising support structures and sensors, which are configured to provide greater fields of view and higher quality and more reliable data for autonomous driving. The specific sensor placement and the rigidity of the support structures enable a sufficient field of view while reducing vibrational disturbances for increased object detection rate and higher quality positional data. Further, the apparatus, systems, and kits described herein may be installed on an autonomous vehicle without requiring material modification to the autonomous vehicle, and without preventing access to the vehicle by a human driver, precluding the view of the human driver, or hindering operation of the vehicle by the human driver. Such human driver access allows for more complex loading and unloading maneuvers, precise operation in dangerous or restricted areas, and enables a safety and/or security member to remain within the vehicle, with or without operating the vehicle.

Sensors used for autonomous driving are exposed to high amounts of shock and vibration when driving on the road. Movements from these vibrations (deflections) can degrade sensor data and can be detrimental to the performance of the self-driving system. The shape of tractor and trailer makes it challenging to position sensors without the sensors having blind spots. In order for sensors to see backwards they must be cantilevered out to the sides at points wider than the trailer. However, a structure will deflect more as the length of its cantilever increases, and therefore highly rigid structures are described herein that increase the natural frequencies of the cantilevered components.

<FIG> and <FIG> are schematic illustrations of a sensor assembly <NUM> for autonomous vehicles according to one aspect of the disclosure. <FIG> is a schematic illustration of a front perspective view of the sensor assembly <NUM>, and <FIG> is a schematic illustration of a rear perspective view of the sensor assembly <NUM>. The sensor assembly <NUM> includes a side mirror assembly <NUM> configured to mount to a vehicle. The side mirror assembly <NUM> includes a first camera <NUM> having a field of view in a direction opposite a direction of forward travel of the vehicle. The sensor assembly <NUM> includes a second camera <NUM> having a field of view in the direction of forward travel of the vehicle. The sensor assembly <NUM> includes a third camera <NUM> having a field of view in a direction substantially perpendicular to the direction of forward travel of the vehicle. The first camera <NUM>, the second camera <NUM>, and the third camera <NUM> are oriented to provide, in combination with a fourth camera configured to be mounted on a roof of said vehicle, an uninterrupted camera field of view from the direction of forward travel of the vehicle to the direction opposite the direction of forward travel of the vehicle.

The second camera <NUM> and the third camera <NUM> may be included in the side mirror assembly <NUM>, as shown in <FIG> and <FIG>, or may be positioned in other locations, for example, on the roof of the autonomous vehicle.

According to one aspect, the first and second cameras <NUM>, <NUM> are narrow field of view cameras, and the third camera <NUM> and the fourth camera are wide field of view cameras.

The term "camera field of view" is used herein to indicate a total field of view of one or more cameras. The cameras may be configured to capture two-dimensional or three-dimensional images. The term "wide field of view camera" is used herein to indicate a camera that has a field of view that is wider than a field of view of a "narrow field of view camera. " According to one aspect, the wide field of view camera has a field of view greater than <NUM>°. According to one aspect, the wide field of view camera has a field of view greater than <NUM>°. According to one aspect, the wide field of view camera is configured to detect objects at a distance less than <NUM> from the autonomous vehicle.

According to one aspect, the narrow field of view camera has a field of view less than <NUM>°. According to one aspect, the narrow field of view camera has a field of view less than <NUM>°. According to one aspect, the narrow field of view camera is configured to detect objects at a distance greater than <NUM> from the autonomous vehicle.

According to one aspect of the disclosure, the side mirror assembly <NUM> includes one or more of a radar, a lidar, and an inertial measurement unit (IMU). The side mirror assembly <NUM> schematically illustrated in <FIG> and <FIG> includes a radar <NUM> and a lidar <NUM>. According to one aspect, the lidar <NUM> includes an IMU integrated therein. However, the side mirror assembly <NUM> may include an IMU that is independent of the other sensors, or integrated into the cameras, the radar, or an additional sensor. The side mirror assembly <NUM> may include a mirror <NUM>.

The lidar <NUM> and radar <NUM> may provide different types of information than the cameras <NUM>, <NUM>, <NUM>, and may be particularly useful for certain tasks or conditions. The lidar <NUM> may assist in tracking vehicles or objects passing or being passed by the autonomous vehicle. For example, as a car passes the autonomous vehicle, the appearance of the car may change as it is captured first from the front, then from the side, and then from behind, and therefore tracking of the car by camera may be difficult. The lidar, however, may provide a continuous signal corresponding to the car that enables the autonomous vehicle to track the car as it passes. The lidar may also be particularly useful at night, when visible light is limited, and therefore the camera signals are weaker. The lidar <NUM> may be configured to detect objects within a radius of about <NUM>, for example. According to one aspect, the lidar <NUM> may be configured to detect objects within a radius of about <NUM>.

The radar <NUM> may enable the autonomous vehicle to navigate in difficult weather and light conditions. The radar <NUM> may supplement the information from the cameras <NUM>, <NUM>, <NUM> and lidar <NUM>, which may have difficulty obtaining clear images and signals in the presence of fog, rain, and snow. The radar <NUM> may also provide information regarding objects that are occluded in the camera and lidar data. For example, the radar <NUM> may detect a car in front of the autonomous vehicle, as well as a motor cycle in front of the car. In contrast, if the motor cycle is completely obscured by the car, the cameras <NUM>, <NUM>, <NUM> and lidar <NUM> may not detect the motorcycle.

<FIG> is a schematic illustration of an interior of the side mirror assembly <NUM> according to one aspect of the disclosure. The side mirror assembly <NUM> has a sheet metal box structure, and includes a plurality of braces <NUM>, <NUM> that attach to the walls <NUM>, <NUM> of the box. The sheet metal box structure has a shape and is made of materials that give the system high stiffness. It is important that the side mirror assembly <NUM> does not have a resonant frequency at or below common frequencies generated when driving on highways, for example, <NUM>-<NUM>. The common frequencies generated when driving are referred to herein as "environment frequencies. " The shape and materials of the sheet metal box, combined with the triangular braces <NUM>, <NUM> as well as epoxy used to join important components, stiffen the system such that the overall frequency of each natural mode of the system is higher than the environment frequencies. For example, the side mirror assembly <NUM> may have a natural frequency that is at least <NUM>-2x higher than the environment frequency. The term "natural frequency" refers to the frequency of the natural modes of the side mirror assembly <NUM>.

As shown in <FIG>, the first camera <NUM>, the second camera <NUM>, and the third camera <NUM> may be co-located at an upper portion of the side mirror assembly <NUM>. In one aspect, the first camera <NUM>, the third camera <NUM>, and the second camera <NUM> are all disposed within a volume of <NUM> in<NUM> on the upper portion of the side mirror assembly <NUM>. Co-locating the three cameras on the upper portion of the side mirror assembly <NUM> reduces the total number of sensor-mounting locations, which reduces the time needed to build up each vehicle. Co-locating the three cameras also reduces the mechanical tolerance stack up between cameras, and provides an easily accessible location to add camera cleaning features, for example, a water jet or a compressed air nozzle. Each of the cameras may have a weight less than <NUM>. According to one aspect, each of the cameras may have a weight of <NUM> or less. According to one aspect, the total weight of the three cameras may be less than <NUM>. Reducing the weight of the cameras reduces the torque on the side mirror assembly <NUM>, and therefore may reduce deflection of the side mirror assembly <NUM>.

The side mirror assembly <NUM> may include a camera mounting platform <NUM>. The camera mounting platform <NUM> may accommodate one or more cameras, and may or may not be designed for a specific camera. This enables the cameras to be easily adjusted or replaced. The relative position and orientation of the cameras can be fixed prior to mounting the cameras on the side mirror assembly <NUM>, for example, by mounting the cameras to a common fixture <NUM>. Each camera may include an individual mounting fixture designed to fix the camera at a particular orientation with respect to a common fixture <NUM>. The orientation of the camera may be adjusted by adjusting or replacing the mounting fixture, or by adjusting the design of the common fixture <NUM>. The modularity of the cameras and the common fixture <NUM> enables one or more of the cameras to be quickly adjusted or replaced without requiring that the other components of the side mirror assembly <NUM> be repositioned or replaced.

<FIG> is a schematic illustration of an exterior of the side mirror assembly <NUM> according to one aspect of the disclosure. The side mirror assembly <NUM> includes a housing <NUM> positioned to cover the first camera <NUM>, the second camera <NUM>, and the third camera <NUM>. The housing <NUM> includes a ceiling portion <NUM> and a side portion <NUM>. The side portion <NUM> defines through-holes through which the cameras capture images. The housing <NUM> may prevent debris from damaging the cameras and related cables, and may also reduce solar heating of the cameras.

<FIG> is a schematic illustration of an exploded view of the side mirror assembly <NUM> according to one aspect of the disclosure. The first camera <NUM>, the second camera <NUM>, and the third camera <NUM> are each disposed on an upper portion of the side mirror assembly <NUM>, and are enclosed in the ceiling portion <NUM> and the side portion <NUM> of the housing <NUM>. The side mirror assembly <NUM> includes a radar <NUM> configured to be secured to a lower portion of the side mirror assembly <NUM>. The radar <NUM> is mounted on a removable part <NUM>, which allows its location and orientation to be easily changed by modifying that part. The side mirror assembly <NUM> also includes a lidar <NUM> configured to be secured to a lower portion of the side mirror assembly <NUM>. The lidar <NUM> is mounted on a removable part <NUM>, which allows its location and orientation to be easily changed by modifying that part.

The sensor assembly <NUM> further includes an arm assembly <NUM> configured to project the side mirror assembly <NUM> outward from the autonomous vehicle. The arm assembly <NUM> includes a beam assembly <NUM> configured to connect to the side mirror assembly <NUM>, and a mounting assembly <NUM> configured for attachment to the autonomous vehicle. For example, the autonomous vehicle may be a truck, and the mounting assembly may include mountings, such as brackets <NUM>, for attachment to an A-pillar of the truck. A truck's A-pillar provides a very stiff mounting point.

<FIG> are schematic illustrations of example fields of view of the first camera <NUM>, the second camera <NUM>, and the third camera <NUM> according to one aspect of the disclosure. As illustrated in <FIG>, the first camera <NUM> has a field of view <NUM> in a direction opposite a direction <NUM> of forward travel of the vehicle <NUM>. As illustrated in <FIG>, the second camera <NUM> has a field of view <NUM> in the direction <NUM> of forward travel of the vehicle <NUM>. As illustrated in <FIG>, the third camera <NUM> has a field of view <NUM> in a direction substantially perpendicular to the direction <NUM> of forward travel of the vehicle <NUM>. According to the invention, the center of the field of view <NUM> is within a range of <NUM>° to <NUM>° of the direction perpendicular to the direction <NUM> of forward travel. The first camera <NUM>, the second camera <NUM>, and the third camera <NUM> are oriented to provide an uninterrupted camera field of view from the direction of forward travel of the vehicle to a direction opposite the direction of forward travel of the vehicle.

<FIG> is a schematic illustration of an example field of view of a fourth camera <NUM>. The fourth camera <NUM> is configured to be mounted on the roof of the vehicle <NUM>. As illustrated in <FIG>, the fourth camera <NUM> has a field of view <NUM> in the direction <NUM> of forward travel of the vehicle <NUM>.

The sensor assembly <NUM> may include additional sensors positioned on the roof of the autonomous vehicle. For example, the sensor assembly <NUM> may include a second lidar positioned on the roof of the autonomous vehicle, for example, near the fourth camera <NUM>. The second lidar may be configured to detect objects at a different distance than the lidar <NUM>. For example, the second lidar may be configured to detect objects within a radius of about <NUM>. According to one aspect, the second lidar may be configured to detect objects within a radius of about <NUM>. The lidar <NUM> and any additional lidars may emit laser light at a frequency between <NUM> and <NUM>, for example. The sensor assembly <NUM> may include an IMU on the roof of the vehicle. The IMU on the roof of the vehicle may be used for navigation, for example, the IMU may aid the autonomous vehicle in determining the direction of the vehicle's travel.

<FIG> and <FIG> are schematic illustrations of example fields of view <NUM>, <NUM>, <NUM> of the first camera <NUM>, the second camera <NUM>, and the third camera <NUM> in combination with the field of view <NUM> of the fourth camera <NUM> according to one aspect of the disclosure. In <FIG>, each of the fields of view is filled with a representative pattern, highlighting the concept of an uninterrupted field of view. In <FIG>, the representative patterns are only included along the inner edges of the fields of view, enabling the boundaries of the respective fields of view to be more easily distinguished. As illustrated in <FIG> and <FIG>, the first camera <NUM>, the second camera <NUM>, and the third camera <NUM> are oriented to provide, in combination with the fourth camera <NUM>, an uninterrupted camera field of view from the direction <NUM> of forward travel of the vehicle <NUM> to a direction opposite the direction <NUM> of forward travel of the vehicle <NUM>.

According to one aspect, the uninterrupted camera field of view spans at least <NUM>°. For example, in <FIG> and <FIG>, more than <NUM>° of the circle <NUM> is within the camera field of view, without interruption. This concept is described in more detail with respect to <FIG> and <FIG>.

Although <FIG> illustrate fields of view of four cameras, the sensor assembly may include three additional cameras on the opposite side of the autonomous vehicle from the first camera <NUM>, the second camera <NUM>, and the third camera <NUM>. The three additional cameras may have three additional fields of view corresponding to the fields of view of the first camera <NUM>, the second camera <NUM>, and the third camera <NUM>, as schematically illustrated in <FIG>, <FIG>, <FIG>, and <FIG>.

<FIG> and <FIG> are schematic illustrations of a top-down view of the combination of the field of view <NUM> of the first camera <NUM>, the field of view <NUM> of the second camera <NUM>, the field of view <NUM> of the third camera <NUM>, and the field of view <NUM> of the fourth camera <NUM> according to one aspect of the disclosure. The combined fields form an uninterrupted camera field of view that span more than <NUM>°. For example, the arc <NUM> spans more than <NUM>°, beginning at a first point <NUM> at the side of the autonomous vehicle and extending to a second point <NUM> at the outer edge of the field of view <NUM> of the fourth camera <NUM>. The arc <NUM> is completely covered by the camera field of view, without interruption. As illustrated in <FIG> and <FIG>, with the addition of three cameras on the right side of the autonomous vehicle mirroring the three cameras <NUM>, <NUM>, <NUM> on the left side of the autonomous vehicle, the camera field of view extends uninterrupted from the left side of the vehicle, to the front of the vehicle, to the right side of the vehicle. In the case of a tractor trailer, the edges of the camera field of view are co-terminus with the sides <NUM>, <NUM> of the trailer, as shown in <FIG> and <FIG>.

In one aspect, the fourth camera <NUM> and the second camera <NUM> are oriented such that the field of view <NUM> of the fourth camera <NUM> overlaps the field of view <NUM> of the second camera <NUM>. As shown in <FIG> and <FIG>, the field of view <NUM> of the fourth camera <NUM> may completely overlap the field of view <NUM> of the second camera <NUM> in a horizontal plane. However, the fourth camera <NUM> may be oriented at different pitches, and may be configured to capture images of objects at different distances.

In one aspect, the sensor assembly <NUM> provides sufficient fault tolerance such that the edges of the camera field of view remain co-terminus with the sides <NUM>, <NUM> of the trailer when the first camera <NUM> is maximally offset to tolerance limits. <FIG> and <FIG> are schematic illustrations of the camera field of view when the first camera has been rotated away from the autonomous vehicle. As shown in <FIG> and <FIG>, the overlap between the field of view <NUM> of the first camera <NUM> and the field of view <NUM> of the third camera <NUM> has increased, but the camera field of view is still co-terminus with the sides <NUM>, <NUM> of the trailer. This ensures that objects adjacent to the trailer are visible at all times.

In one aspect, the first camera <NUM> is oriented such that the side of the trailer is included in the field of view. <FIG> shows a distal end of a trailer <NUM>. The field of view <NUM> of the right-side first camera <NUM> would extend to the line <NUM> if the side of the trailer <NUM> did not obstruct the field of view <NUM>.

<FIG> and <FIG> are schematic illustrations of an example camera field of view according to an aspect of the present invention.

<FIG> is a schematic illustration of an example camera field of view of the sensor assembly <NUM> at <NUM>, <NUM>, <NUM>, and <NUM>. In one aspect, the first camera <NUM> and the third camera <NUM> are oriented such that the field of view <NUM> of the first camera <NUM> overlaps the field of view <NUM> of the third camera <NUM>. The overlap <NUM> is indicated in <FIG>. In one aspect, the overlap <NUM> spans an angle of at least <NUM>°. In one aspect, the overlap <NUM> spans an angle of at least <NUM>°. The overlap <NUM> increases the fault tolerance of the sensor assembly <NUM>, ensuring that objects approaching from behind the vehicle, for example, can be detected and tracked.

In one aspect, the fourth camera <NUM> and the third camera <NUM> are oriented such that the field of view <NUM> of the fourth camera <NUM> overlaps the field of view <NUM> of the third camera <NUM>. The overlap <NUM> is indicated in <FIG>. In one aspect, the overlap <NUM> spans an angle of at least <NUM>°. In one aspect, the overlap <NUM> spans an angle of at least <NUM>°. The overlap <NUM> increases the fault tolerance of the sensor assembly <NUM>, ensuring that objects approaching the vehicle from the front and side, for example, can be detected and tracked.

<FIG> and <FIG> are more zoomed-in views of the schematic illustration of <FIG>. In <FIG>, each of the fields of view is filled with a representative pattern, whereas in <FIG>, the representative patterns are only included along the inner edges of the fields of view. <FIG> is a schematic illustration of a perspective view of an example camera field of view of the sensor assembly <NUM>.

<FIG> is a schematic illustration of an example camera field of view according to an aspect of the disclosure. <FIG> shows the field of view <NUM> corresponding to the first camera <NUM>, the field of view <NUM> corresponding to the second camera <NUM>, and the field of view <NUM> corresponding to the third camera <NUM>. The three fields of view <NUM>, <NUM>, <NUM> provide an uninterrupted camera field of view from the direction of forward travel of the vehicle to a direction opposite the direction of forward travel of the vehicle. The field of view <NUM> of the fourth camera <NUM> overlaps the fields of view <NUM>, <NUM> of the second camera <NUM> and the third camera <NUM>. The sensor assembly <NUM> may include three right-side cameras mirroring the three left-side cameras whose fields of view <NUM>, <NUM>, <NUM> are illustrated in <FIG>.

According to some embodiments of the invention, the sensor assembly for autonomous vehicles includes a plurality of lidars. <FIG> are schematic illustrations of lidar fields of view according to one aspect. <FIG> shows a total field of view of a front lidar (or multiple lidars) and two side lidars. <FIG> shows a field of view of a front lidar (or multiple lidars). <FIG> shows a total field of view of two side lidars. The two side lidars provide a <NUM> degree field of view. The field of view can be trimmed, for example, to <NUM> degrees, using software.

In one aspect, disclosed herein is side view apparatus for an autonomous vehicle comprising: a support frame having a proximal end, a distal end, and a vertical medial plane defined as intersecting and parallel to the vector created by the proximal end and the distal end, wherein the proximal end comprises a coupling for attachment to the autonomous vehicle, and wherein the distal end comprises a rear-facing portion, an upper portion and a lower portion; a camera attached to the distal end of the support frame; and one, two, or more of a lidar, a radar, and an inertial measurement unit (IMU) attached to the distal end of the support frame.

In some embodiments, the side view apparatus comprises a radar. In some embodiments, the radar is directed towards the rear-facing portion of the support frame. In some embodiments, the radar is directed within about <NUM> degrees to about <NUM> degrees of the vertical medial plane. In some embodiments, the radar is positioned at the lower portion of the distal end of the support frame. In some embodiments, the radar is positioned at the upper portion of the distal end of the support frame. In some embodiments, the side view apparatus comprises a lidar. In some embodiments, the lidar comprises a Frequency Modulated Continuous Wave (FMCW) laser. In some embodiments, the lidar is positioned at the lower portion of the distal end of the support frame. In some embodiments, the lidar is positioned at the upper portion of the distal end of the support frame. In some embodiments, the camera is positioned at the upper portion of the distal end of the support frame. In some embodiments, the camera is directed towards the rear-facing portion of the support frame. In some embodiments, the side view apparatus comprises an inertial measurement unit (IMU) attached to the distal end of the support frame. In some embodiments, the side view apparatus further comprises a mirror attachment on the rear-facing portion of the support frame, wherein the mirror attachment is configured to receive a mirror assembly. In some embodiments, the side view apparatus further comprises a mirror assembly on the rear-facing portion of the support frame. In some embodiments, the autonomous vehicle comprises a car, a truck, a semitrailer truck, a trailer, a cart, a snowmobile, a tank, a bulldozer, a tractor, a van, a bus, a motorcycle, a scooter, or a steamroller.

In some embodiments, the camera is directed within about <NUM> degrees of the vertical medial plane to about <NUM> degrees of the vertical medial plane. In some embodiments, a distance from the proximal end to the distal end of the support frame is about <NUM> to about <NUM>. In some embodiments, the side view apparatus has a natural frequency of about <NUM> to about <NUM>.

Another aspect provided herein is a sensor system for an autonomous vehicle comprising a left side view apparatus, a right side view apparatus, or a left side view apparatus and a right side view apparatus, wherein the left side view apparatus and the right side view apparatus comprise: a support frame having a proximal end, a distal end, and defining a vertical medial plane intersecting and parallel to the vector created by the proximal end and the distal end, wherein the proximal end comprises a coupling for attachment to the autonomous vehicle, and wherein the distal end comprises a rear-facing portion, an upper portion and a lower portion; a camera attached to the distal end of the support frame; and one, two, or more of a lidar, a radar, and an inertial measurement unit (IMU) attached to the distal end of the support frame; and one or more of: a left side sensor assembly configured to mount to left side of the autonomous vehicle; a right side sensor assembly configured to mount to right side of the autonomous vehicle; and a top side sensor assembly configured to mount to a roof of the autonomous vehicle; wherein the left side sensor assembly, the right side sensor assembly, and the top side sensor assembly comprise one or more of: a vehicle camera; a vehicle lidar; and a vehicle radar.

In some embodiments, the left side view apparatus and the right side view apparatus comprise a radar. In some embodiments, the radar is directed towards the rear-facing portion of the support frame. In some embodiments, the radar is directed within about <NUM> degrees to about <NUM> degrees of the vertical medial plane. In some embodiments, the radar is positioned at the lower portion of the distal end of the support frame. In some embodiments, the radar is positioned at the upper portion of the distal end of the support frame.

In some embodiments, the sensor system comprises a lidar. In some embodiments, the lidar comprises a Frequency Modulated Continuous Wave (FMCW) laser. In some embodiments, the lidar is positioned at the lower portion of the distal end of the support frame. In some embodiments, the lidar is positioned at the upper portion of the distal end of the support frame.

In some embodiments, at the camera is positioned at the upper portion of the distal end of the support frame. In some embodiments, the sensor system comprises an inertial measurement unit (IMU) attached to the distal end of the support frame. In some embodiments, the sensor system further comprises a mirror attachment on the rear-facing portion of the support frame, wherein the mirror attachment is configured to receive a mirror assembly. In some embodiments, the sensor system further comprises a mirror assembly on the rear-facing portion of the support frame. In some embodiments, the autonomous vehicle comprises a car, a truck, a semi-trailer truck, a trailer, a cart, a snowmobile, a tank, a bulldozer, a tractor, a van, a bus, a motorcycle, a scooter, or a steamroller. In some embodiments, the vehicle camera comprises an infrared camera. In some embodiments, the vehicle lidar comprises a front view lidar, a side view lidar, and/or a rear view lidar. In some embodiments, the vehicle radar comprises a front view radar, a side view radar, and/or a rear view radar.

In some embodiments, the camera is directed towards the rear-facing portion of the support frame. In some embodiments, a distance from the proximal end to the distal end of the support frame is about <NUM> to about <NUM>. In some embodiments, the side view apparatus has a natural frequency of about <NUM> to about <NUM>.

Another aspect provided herein is a retrofit sensor kit for an autonomous vehicle comprising a left side view apparatus, a right side view apparatus, or a left side view apparatus and a right side view apparatus, wherein the left side view apparatus and the right side view apparatus comprise: a support frame having a proximal end, a distal end, and defining a vertical medial plane intersecting and parallel to the vector created by the proximal end and the distal end, wherein the proximal end comprises a coupling for attachment to the autonomous vehicle, and wherein the distal end comprises a rear-facing portion, an upper portion and a lower portion; a camera attached to the distal end of the support frame; and one, two, or more of a lidar, a radar, and an inertial measurement unit (IMU) attached to the distal end of the support frame; and a fastener configured to attach at least one of the left side view apparatus, the right side view apparatus to the autonomous.

In some embodiments, the retrofit sensor kit comprises lidar. In some embodiments, the lidar comprises a Frequency Modulated Continuous Wave (FMCW) laser. In some embodiments, the lidar is positioned at the lower portion of the distal end of the support frame. In some embodiments, the lidar is positioned at the upper portion of the distal end of the support frame.

In some embodiments, at the camera is positioned at the upper portion of the distal end of the support frame. In some embodiments, the camera is directed towards the rear-facing portion of the support frame. In some embodiments, the camera is directed within about <NUM> degrees to about <NUM> degrees of the vertical medial plane.

In some embodiments, a distance from the proximal end to the distal end of the support frame is at least about <NUM>. In some embodiments, a distance from the proximal end to the distal end of the support frame is about <NUM> to about <NUM>. In some embodiments, the retrofit sensor kit has a natural frequency of about <NUM> to about <NUM>. In some embodiments, the retrofit sensor kit further comprises an inertial measurement unit (IMU) attached to the distal end of the support frame.

In some embodiments, the retrofit sensor kit further comprises a mirror attachment on the rear-facing portion of the support frame, wherein the mirror attachment is configured to receive a mirror assembly. In some embodiments, the retrofit sensor kit further comprises a mirror assembly on the rear-facing portion of the support frame. In some embodiments, the autonomous vehicle comprises a car, a truck, a semi-trailer truck, a trailer, a cart, a snowmobile, a tank, a bulldozer, a tractor, a van, a bus, a motorcycle, a scooter, or a steamroller. In some embodiments, the fastener comprises a screw, a bolt, a nut, an adhesive, a tape, a tie, a rope, a clamp, or any combination thereof.

Provided herein are apparatus, systems, and kits comprising support structures and sensors configured to provide greater fields of view and high quality data for autonomous driving. The specific sensor placement and the rigidity of the support structures herein enable a sufficient field of view while reducing vibrational disturbances to provide greater object detection rate and higher quality positional data.

One aspect disclosed herein is per <FIG> and <FIG> is a side view apparatus <NUM> for an autonomous vehicle comprising a support frame <NUM>, a camera <NUM> attached to the support frame <NUM>, and one, two, or more of a lidar <NUM>, a radar <NUM>, and an inertial measurement unit (IMU) <NUM> attached to the distal end of the support frame <NUM>. The side view apparatus <NUM> may be configured for a specific type of autonomous vehicle. The side view apparatus <NUM> may be a left side view apparatus <NUM> or a right side view apparatus <NUM>.

The support frame <NUM> may have a proximal end 1501B, a distal end 1501A, and a vertical medial plane <NUM> defined as intersecting and parallel to the vector created by the proximal end 1501B and the distal end 1501A. The proximal end 1501B may be defined as an end of the support frame <NUM> or an end of the side view apparatus that is closest to the autonomous vehicle. The distal end 1501A may be defined as an end of the support frame <NUM> or an end of the side view apparatus that is farthest from the autonomous vehicle. The distal end 1501A of the support frame <NUM> may comprise a rear facing portion <NUM>, an upper portion 1501C, and a lower portion 1501D. The rear facing portion <NUM> may be defined as a portion of the support frame <NUM> closest to the rear of the autonomous vehicle. The rear facing portion <NUM> may be defined as a portion of the support frame <NUM> furthest from the front of the autonomous vehicle. The upper portion 1501C of the support frame <NUM> may be defined as an upper most portion of the support frame <NUM>. The upper portion 1501C of the support frame <NUM> may be defined as a portion of the support frame <NUM> that is furthest from the ground when the side view apparatus is installed on the autonomous vehicle. The lower portion 1501D of the support frame <NUM> may be defined as a bottommost portion of the support frame <NUM>. The lower portion 1501D of the support frame <NUM> may be defined as a portion of the support frame <NUM> that is closest from the ground when the side view apparatus is installed on the autonomous vehicle.

The side view apparatus <NUM> may be installed on a vehicle without requiring a material modification to the autonomous vehicle. The side view apparatus <NUM> may be installed on the autonomous vehicle without preventing access to the vehicle by a human driver. The side view apparatus <NUM> may be installed on the autonomous vehicle without preventing a human driver from operating the autonomous vehicle. The side view apparatus <NUM> may be installed on the autonomous vehicle without significantly precluding the field of vision of a human driver. Such access to a human driver allows more complex loading and unloading maneuvers, precise operation in dangerous or restricted areas, and enables a safety and/or security member to remain within the vehicle, with or without operating the vehicle.

The data collected by the camera <NUM>, the radar <NUM>, the lidar <NUM>, the inertial measurement unit (IMU) <NUM>, or any combination thereof, may be transmitted to the autonomous vehicle, whereby autonomous vehicle employs such data towards navigation and driving.

The side view apparatus <NUM> may further comprise an antenna, an antenna mount, a data port, a satellite receiver, or any combination thereof.

The support frame <NUM> serves as a stable platform for data capture by a camera <NUM>, and one or more of a radar <NUM>, a lidar <NUM>, and an inertial measurement unit (IMU) <NUM>. The configurations of the support frame <NUM> disclosed herein enable object detection at greater fields of view while preventing vibrations and external forces from degrading the quality of such data. As cameras <NUM>, radars <NUM>, and lidars <NUM> capture data radially, minute disturbances or fluctuations of the origin of collection propagate linearly as a function of the distance of the detected object. The degradation of such data, especially in the described field of autonomous vehicles, is hazardous to both the vehicle itself as well as its surroundings.

The support frame <NUM> may have a proximal end 1501B, a distal end 1501A, and a vertical medial plane <NUM> defined as intersecting and parallel to the vector created by the proximal end 1501B and the distal end 1501A. The distal end 1501A of the support frame <NUM> may comprise a rear-facing portion, an upper portion 1501C, and a lower portion 1501D. The proximal end 1501B of the support frame <NUM> may comprise a coupling <NUM> for attachment to the autonomous vehicle.

In some embodiments, per <FIG>, a distance <NUM> from the proximal end 1501B to the distal end 1501A of the support frame <NUM> is about <NUM> to about <NUM>. The distance <NUM> from the proximal end 1501B to the distal end 1501A of the support frame <NUM> may be measured as a maximum distance, a minimum distance, or an average distance between the proximal end 1501B and the distal end 1501A of the support frame <NUM>. The distance <NUM> from the proximal end 1501B to the distal end 1501A of the support frame <NUM> may directly correlate with the field of view of the side view apparatus <NUM>, whereby a greater distance <NUM> allows for a greater field of view as the sensing devices are offset further from the autonomous vehicle.

In some embodiments, the support frame <NUM> enables the side view apparatus to have a natural frequency of about <NUM> to about <NUM>. The natural frequency is configured to provide the best performance of the system and reduce data distortion. The frame may have a specific mass, center of mass, material properties, and geometry, or any combination thereof to reduce the natural frequency of the support structure and the side view apparatus.

As shown in <FIG>, the support structure may comprise a strut, a bracket, a frame, or any combination thereof for rigidity. The support frame <NUM> may further comprise a spring, a dampener, a pulley, a plumb, or any combination thereof. The two or more components of the support structure may be adjoined by any common means including, but not limited to, nuts, bolts, screws, rivets, welds, and adhesives. The support structure may be composed of any rigid material including, but not limited to, steel, stainless steel, aluminum, carbon fiber, fiberglass, plastic, and glass. Per <FIG>, the support structure may comprise a housing. The housing may be designed to reduce a parasitic drag imparted by the side view apparatus <NUM>.

The coupling <NUM> may comprise a shaft, a bearing, a hole, a screw, a bolt, a nut, a hinge, or any combination thereof. The coupling <NUM> may comprise a removable coupling <NUM>. The coupling <NUM> may comprise a permanent coupling <NUM>. The coupling <NUM> may comprise a rotating coupling <NUM>. The coupling <NUM> may comprise an existing coupling of the autonomous vehicle. The rotating coupling <NUM> may comprise a motor or an engine to rotate the coupling <NUM>. The rotating coupling <NUM> may comprise a lock to set a rotational orientation of the coupling <NUM>. The rotating coupling <NUM> may rotate about a vertical axis. The vertical axis may be coincident with the medial plane <NUM>. The coupling <NUM> should be sturdy and rigid to withstand vibrational forces between the autonomous vehicle and the support frame <NUM>. The coupling <NUM> may or may not require a modification to the autonomous vehicle.

The side view apparatus <NUM> may comprise one or more cameras <NUM>. The camera <NUM> may be attached to the distal end 1501A of the support frame <NUM>. As seen in <FIG>, the camera <NUM> may be positioned at the upper portion 1501C of the distal end 1501A of the support frame <NUM>. The camera <NUM> may be positioned above the upper portion 1501C of the support structure. The camera <NUM> may be positioned at the lower portion 1501D of the distal end 1501A of the support frame <NUM>. The camera <NUM> may be attached at a fixed position on the support frame <NUM>. The camera <NUM> may comprise a camera <NUM> housing. The camera <NUM> may comprise a tilt configured to change an orientation of the camera <NUM> with respect to the support frame <NUM>. The camera <NUM> may comprise a tilt configured to change an orientation of the camera <NUM> about one or more axes, with respect to the support frame <NUM>. The camera <NUM> may be configured to zoom in or out to increase or decrease the image magnification, respectfully. The camera <NUM> may comprise a video camera, an infrared camera, a thermal imaging camera, or any combination thereof. The camera <NUM> may have a resolution of <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> or more megapixels, including increments therein. The camera may have a focal length of about <NUM> to about <NUM>. The camera <NUM> may have a focal length of about or at least about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM>, including increments therein. The camera <NUM> may have a field of view of at least about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees, including increments therein. The camera <NUM> may have a field of view of at most about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees, including increments therein. The camera <NUM> may have a field of view of about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> degrees or more, including increments therein.

The camera <NUM> may correspond to one or more of the first camera <NUM>, the second camera <NUM>, and the third camera <NUM> described above. According to one aspect, the camera <NUM> corresponds to the first camera <NUM> described above. The camera <NUM> may be directed towards the rear-facing portion of the support frame <NUM>. As seen in <FIG>, the camera <NUM> may be directed at an angle of about <NUM> degrees with respect to the medial plane <NUM> and about a vertical axis. In some embodiments, the camera <NUM> is directed within <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees of perpendicular to the vertical medial plane <NUM>, including increments therein. In some embodiments, the camera <NUM> is directed within <NUM> degrees of perpendicular to the vertical medial plane <NUM> about a vertical axis. The vertical axis may be parallel or coincident with the medial plane <NUM>. Further, the camera <NUM> may be directed at a pitch of within about <NUM> degrees of a horizontal plane perpendicular to the medial vertical plane. The camera <NUM> may be directed at a tilt of within about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees of a horizontal plane, including increments therein. The pitch may be a positive upward directed pitch or a negative downward directed pitch. The camera <NUM> may be positioned about <NUM> to about <NUM> from the proximal end 1501B of the support structure. The position of the camera <NUM> may be defined by a point-to-point distance from the proximal end 1501B of the support structure, a horizontal distance from the proximal end 1501B of the support structure, or a vertical distance from the proximal end 1501B of the support structure. The horizontal distance may be perpendicular to rearward facing direction. The position of the camera <NUM> may be defined relative to the center of the outer lens of the camera <NUM>.

The side view apparatus may comprise one or more radars <NUM>. Per <FIG>, the radar <NUM> may be positioned at the lower portion 1501D of the distal end 1501A of the support frame <NUM>. As seen, the radar <NUM> may be positioned distal to the lidar <NUM>. Alternatively, the radar <NUM> may be positioned proximal to the lidar <NUM>. The radar <NUM> may be positioned at the upper portion 1501C of the distal end 1501A of the support frame <NUM>. The radar <NUM> may be directed towards the rear-facing portion of the support frame <NUM>. As seen in <FIG>, the radar <NUM> is directed about <NUM> degrees from the vertical medial plane <NUM>. Alternatively, the radar <NUM> may be directed within about <NUM> degrees to about <NUM> degrees of the vertical medial plane <NUM>. The radar <NUM> may be directed within about <NUM> degrees to about <NUM> degrees of the vertical medial plane <NUM> about a vertical axis. In some embodiments, the radar <NUM> is directed within <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees of perpendicular to the vertical medial plane <NUM>, including increments therein. In some embodiments, the radar <NUM> is directed within <NUM> degrees of perpendicular to the vertical medial plane <NUM> about a vertical axis. The vertical axis may be parallel or coincident with the medial plane <NUM>. Further, the radar <NUM> may be directed at a pitch of within about <NUM> degrees of a horizontal plane perpendicular to the medial vertical plane. The radar <NUM> may be directed within about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees of a horizontal plane, including increments therein. The pitch may be a positive upward directed pitch or a negative downward directed pitch. The radar <NUM> may have a viewing angle of about <NUM>, <NUM>, <NUM>, or <NUM> degrees. The radar <NUM> may be positioned about <NUM> to about <NUM> from the proximal end 1501B of the support structure. The position of the radar <NUM> may be defined by a point-to-point distance from the proximal end 1501B of the support structure, a horizontal distance from the proximal end 1501B of the support structure, or a vertical distance from the proximal end 1501B of the support structure. The horizontal distance may be perpendicular to rearward facing direction. The position of the radar <NUM> may be defined relative to the center of the outer lens of the radar <NUM>.

The side view apparatus may comprise one or more lidars <NUM>. Per <FIG>, the lidar <NUM> may be positioned at the lower portion 1501D of the distal end 1501A of the support frame <NUM>. As seen, the lidar <NUM> may be positioned proximal to the radar <NUM>. Alternatively, the lidar <NUM> may be positioned distal to the radar <NUM>. The lidar <NUM> may extend beyond the lower portion 1501D of the support structure. The lidar <NUM> may be positioned at the upper portion 1501C of the distal end 1501A of the support frame <NUM>. The lidar <NUM> may be positioned about <NUM> to about <NUM> from the proximal end 1501B of the support structure. The position of the lidar <NUM> may be defined by a point-to-point distance from the proximal end 1501B of the support structure, a horizontal distance from the proximal end 1501B of the support structure, or a vertical distance from the proximal end 1501B of the support structure. The horizontal distance may be perpendicular to rearward facing direction. The position of the lidar <NUM> may be defined relative to the center of rotation of the lidar <NUM>. Further, the lidar <NUM> may be directed at a pitch of within about <NUM> degrees of a horizontal plane perpendicular to the medial vertical plane. The lidar <NUM> may be directed within about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> degrees of a horizontal plane, including increments therein. The pitch may be a positive upward directed pitch or a negative downward directed pitch. The lidar <NUM> may have a viewing angle of about <NUM>, <NUM>, <NUM>, or <NUM> degrees.

A lidar <NUM> is a distance measuring device. The lidar <NUM> may use ultraviolet, visible, or near infrared light to image objects. The lidar <NUM> may target a wide range of materials, including non-metallic objects, rocks, rain, chemical compounds, aerosols, clouds, and even single molecules. The lidar <NUM> may comprise a narrow laser beam lidar <NUM>. The lidar <NUM> may have a resolution of <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> or less, including increments therein. The lidar <NUM> may have a wavelength of about <NUM> micrometers to about <NUM> nanometers. The lidar <NUM> may employ any common distance measuring techniques including Rayleigh scattering, Mie scattering, Raman scattering, fluorescence, or any combination thereof.

In some embodiments, the lidar <NUM> comprises a Frequency Modulated Continuous Wave (FMCW) laser. FMCW, also called continuous-wave frequency-modulated (CWFM), is a range measuring technique. FMCW increases distance measurement reliability by additional measuring object speed to account more than one source of reflection. The signal transmitted by the FMCW may have a stable continuous wave frequency which varies over a fixed period of time by a modulating signal, whereby a frequency difference between the receive signal and the transmit signal increases with delay, and hence with distance. Echoes from a target may then be mixed with the transmitted signal to produce a beat signal to blur any Doppler signal and determine distance of the target after demodulation. The modulating signal may comprise a sine wave, a sawtooth wave, a triangle wave, or a square wave.

As illustrated in <FIG> and <FIG>, the side view apparatus may further comprise an inertial measurement unit (IMU) <NUM>. The IMU <NUM> may be attached to the distal end 1501A of the support frame <NUM>. The IMU <NUM> may be attached to the support frame <NUM> at a center of mass (inertia) of the side view apparatus. The IMU <NUM> may comprise a plurality of sensors, including, but not limited to, a gyroscope, an accelerometer, a level sensor, a pressure sensor, a potentiometer, a wind gauge, and a strain gauge. The IMU <NUM> may be configured to measure a position, a rotation, a speed, an acceleration, or any combination thereof of the side view apparatus <NUM>. The IMU <NUM> may be configured to measure a position, a rotation, a speed, an acceleration, or any combination thereof of the side view apparatus <NUM>, with respect to the autonomous vehicle.

The IMU <NUM> may transmit the position, the rotation, the speed, the acceleration, or any combination thereof to the autonomous vehicle.

The data collected by the camera <NUM>, the radar <NUM>, the lidar <NUM>, or any combination thereof may be transmitted to the IMU <NUM>. The IMU <NUM> may transmit the data collected by the camera <NUM>, the radar <NUM>, the lidar <NUM>, or any combination thereof to the autonomous vehicle. The data collected by the camera <NUM>, the radar <NUM>, the lidar <NUM>, or any combination thereof may be transmitted to the autonomous vehicle.

The side view apparatus <NUM> may further comprise one or more mirror attachments. The mirror attachment may be on the rear-facing portion of the support frame <NUM>. The mirror attachment may be configured to receive a mirror assembly <NUM>. The mirror attachment may comprise a snap, a screw, a bolt, an adhesive, a threaded feature, or any combination thereof. The mirror attachment may be configured to manually or automatically adjust a position of the mirror.

The side view apparatus <NUM> may further comprise a mirror assembly <NUM>. The mirror assembly <NUM> may be on the rear-facing portion of the support frame <NUM>. The mirror assembly <NUM> may comprise one or more mirrors. The mirrors may comprise a concave mirror, a planar mirror, or a convex mirror. The mirror may comprise a multi-focal mirror.

In some embodiments, per <FIG>, the autonomous vehicle <NUM> comprises a semi-trailer. Alternatively, the autonomous vehicle <NUM> comprises a car, a truck, a trailer, a cart, a snowmobile, a tank, a bulldozer, a tractor, a van, a bus, a motorcycle, a scooter, or a steamroller. The autonomous vehicle <NUM> may comprise a land vehicle. The autonomous vehicle <NUM> may have a forward side, a right side, a left side, and a rear side. The forward side may be defined as the forward, or main, direction of travel of the autonomous vehicle. The right side may be defined from the point of view of the autonomous vehicle <NUM>, or as <NUM> degrees clockwise from the forward direction when viewed from above.

A semi-trailer truck, also known as a semi-truck, a semi, a tractor trailer, a big rig or an eighteen-wheeler, is the combination of a tractor unit carriage and one or more semi-trailers that are configured to contain a freight.

An autonomous vehicle <NUM>, also known as a self-driving vehicle, or driverless vehicle is a vehicle that is capable of sensing its environment and moving with little or no human input. Autonomous vehicles <NUM> employ a variety of sensors to perceive their surroundings, whereby advanced control systems interpret sensory information to identify appropriate navigation paths, as well as obstacles and relevant signage. The autonomous vehicles <NUM> may comprise a fully autonomous vehicle or a semi-autonomous vehicle <NUM>.

Another aspect provided herein, per <FIG> and <FIG>, is a sensor system <NUM> for an autonomous vehicle comprising a left side view apparatus 1500B, a right side view apparatus 1500A, or a left side view apparatus 1500B and a right side view apparatus 1500A and one or more of a left side sensor assembly <NUM>, a right side sensor assembly <NUM>, and a top side sensor assembly <NUM>.

The right side view apparatus 1500A may be configured to couple to the autonomous vehicle. The right side view apparatus 1500A may be configured to couple to the autonomous vehicle via the coupling. The left side view apparatus 1500B may be configured to couple to the autonomous vehicle. The left side view apparatus 1500B may be configured to couple to the autonomous vehicle via the coupling.

The left side sensor assembly <NUM> may be configured to mount to left side of the autonomous vehicle. The right side sensor assembly <NUM> may be configured to mount to right side of the autonomous vehicle. The top side sensor assembly <NUM> may be configured to mount to a roof of the autonomous vehicle. At least one of the left side sensor assembly <NUM>, the right side sensor assembly <NUM>, and the top side sensor assembly <NUM> may be configured to permanently mount to the autonomous vehicle. At least one of the left side sensor assembly <NUM>, the right side sensor assembly <NUM>, and the top side sensor assembly <NUM> may be configured to removably mount to the autonomous vehicle. At least one of the left side sensor assembly <NUM>, the right side sensor assembly <NUM>, and the top side sensor assembly <NUM> may be configured to reduce a parasitic drag when mounted on the autonomous vehicle. The sensor system <NUM> may be installed on the autonomous vehicle without requiring a material modification to the autonomous vehicle. The sensor system <NUM> may be installed on the autonomous vehicle without preventing access to the vehicle by a human driver. The sensor system <NUM> may be installed on the autonomous vehicle without preventing a human driver from operating the autonomous vehicle. The sensor system <NUM> may be installed on the autonomous vehicle without significantly precluding the field of vision of a human driver. Such access to a human driver allows more complex loading and unloading maneuvers, precise operation in dangerous or restricted areas, and enables a safety and/or security member to remain within the vehicle with or without operating the vehicle.

Per <FIG>, the left side sensor assembly <NUM>, the right side sensor assembly <NUM>, and the top side sensor assembly <NUM> may comprise one or more of: a vehicle camera <NUM>, a vehicle lidar <NUM>, and a vehicle radar <NUM>. The vehicle camera <NUM> may comprise a forward view vehicle camera <NUM>, a side-forward view vehicle camera, <NUM>, a side view vehicle camera <NUM>, a wide field of view camera <NUM>, a narrow field of view vehicle camera <NUM> or any combination thereof. The forward view vehicle camera <NUM> may be generally directed towards the forward end of the autonomous vehicle. The side-forward view vehicle camera <NUM> may be generally directed at an angle within about <NUM> degrees from the forward end of the autonomous vehicle. The side view vehicle camera <NUM> may be generally directed at a perpendicular angle from the forward end of the autonomous vehicle. The wide field of view camera <NUM> may have a focal length of about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM>, including increments therein. The narrow field of view vehicle camera <NUM> may have a focal length of about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, or <NUM> including increments therein.

The sensor system <NUM> may further comprise a front bumper sensor assembly, a front window sensor assembly, or both. The front bumper sensor assembly and the front window sensor assembly may comprise a vehicle camera <NUM>, a vehicle lidar <NUM>, and a vehicle radar <NUM>.

In some embodiments, the vehicle lidar <NUM> comprises a front view lidar, a side view lidar, or a rear view lidar. In some embodiments, the vehicle radar <NUM> comprises a front view radar, a side view radar, or a rear view radar.

The sensor system <NUM> may enable a field of view around the autonomous vehicle of <NUM> degrees. The sensor system <NUM> may enable a field of view around the autonomous vehicle of <NUM> degrees at a diameter of about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> meters or more, including increments there. The sensor system <NUM> may provide redundant coverage within the field of view of about <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> or more percent, including increments therein.

Another aspect provided herein, per <FIG>, is a retrofit sensor kit for an autonomous vehicle comprising a side view apparatus <NUM>, and one or more of: a left side sensor assembly <NUM>, a right side sensor assembly <NUM>, and a top side sensor assembly <NUM>, and a fastener <NUM>.

The side view apparatus <NUM> may comprise a left side view apparatus, a right side view apparatus, or a left side view apparatus and a right side view apparatus.

The fastener <NUM> may be configured to attach at least one of the left side view apparatus, the right side view apparatus, the left side sensor assembly, the right side sensor assembly, and the top side sensor assembly to the autonomous vehicle. In some embodiments, the fastener <NUM> comprises a screw, a bolt, a nut, an adhesive, a tape, a strap, a tie, a cable, a clamp, or any combination thereof.

As used herein, the term "about" refers to an amount that is near the stated amount by <NUM>%, <NUM>%, or <NUM>%, including increments therein.

The following illustrative examples are representative of embodiments of the software applications, systems, and methods described herein and are not meant to be limiting in any way.

In one example, the sensor system for an autonomous vehicle comprises a left side view apparatus comprising a camera, a left side sensor assembly comprising a side view vehicle camera and a side-forward view vehicle camera, and a top side sensor assembly comprising a forward view vehicle camera.

In this example, each of the cameras (e.g., the forward view vehicle camera, the side-forward view vehicle camera, the side view vehicle camera, and the camera of the left side view apparatus) has a focal length of about <NUM> to <NUM>.

Further, the side-forward view vehicle camera may have a pitch with respect to a horizontal plane of about -<NUM> degrees, the side view vehicle camera may have a pitch of about - <NUM> degrees, and the camera of the left side view apparatus may have a pitch of about -<NUM> degrees.

In another example, the sensor system for an autonomous vehicle comprises a left side view apparatus comprising a radar and a lidar, and a right side view apparatus comprising a radar and a lidar. The radars and lidars on the left and right side view apparatus enable a <NUM> degree field of view with a diameter of about <NUM> meters.

Only exemplary and representative embodiments are described herein and only but a few examples of its versatility are shown and described in the present disclosure. It is to be understood that the present invention is capable of use in various other combinations and environments and is capable of changes or modifications within the scope of the claims.

Claim 1:
A sensor assembly (<NUM>) for autonomous vehicles, comprising:
a side mirror assembly (<NUM>) configured to mount to a vehicle, comprising:
a first camera (<NUM>) having a field of view (<NUM>) in a direction opposite a direction of forward travel of said vehicle;
a second camera (<NUM>) having a field of view (<NUM>) in said direction of forward travel of said vehicle; and
a third camera (<NUM>) having a field of view (<NUM>) in a direction substantially perpendicular to said direction of forward travel of said vehicle,
wherein said first camera (<NUM>), said second camera (<NUM>), and said third camera (<NUM>) are oriented to provide an uninterrupted camera field of view from said direction of forward travel of said vehicle to a direction opposite said direction of forward travel of said vehicle, and
wherein said first and second cameras (<NUM>, <NUM>) are configured to a narrow field of view, and said third camera (<NUM>) is configured to a wide field of view, characterized in that a center of said field of view (<NUM>) of said third camera (<NUM>) is within a range of <NUM>° to <NUM>° of a direction perpendicular to said direction of forward travel.