GB2525839A

GB2525839A - Method of and system for collecting data relating to road irregularities

Info

Publication number: GB2525839A
Application number: GB1402873.2A
Authority: GB
Inventors: Giovanni Strano; Iain Macalister
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2014-02-18
Filing date: 2014-02-18
Publication date: 2015-11-11
Anticipated expiration: 2034-02-18
Also published as: GB201402873D0; GB2525839B

Abstract

An aspect of the disclosure relates to a vehicle comprising a system for mapping irregularities in surfaces upon which the vehicle is driven. The system comprises: a detector for detecting the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mounted to or being formed as part of the vehicle; a means for determining the location of the irregularity; a means for determining the severity of the irregularity; a control unit; and a data storage means comprised within and/or associated with the system. The control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.

Description

METHOD OF AND SYSTEM FOR COLLECTING DATA RELATING TO ROAD

IRREGULARITIES

TECHNICAL FIELD

The present disclosure relates to a method of and system for collecting data reating to road irregularities. Embodiments of the invention relate to the detection, categorisation and quantificaTion of irregulariTies in surfaces driven on by vehicles and more particularly, but not exclusively, to the detection, categorisation and quantification of the severity of potholes, bumps and the like in road surfaces.

Aspects of the invention relate to a vehicle, to a system, to a method, to a navigation system and to a remotely accessible data storage means.

BACKGROUND

Road surfaces can contain uneven aspects such as speed bumps and other bumps, potholes, dips, ridges, ramps and the like (herein referred to as "irregularities'). Road irregularities can have a deleterious effect on the lifetime of components of a vehicle by causing significant wear and tear and, in extreme cases, damage to a vehicle. Additionally, such road irregularities can cause discomfort to drivers and passengers of vehcles alike. In extremely poorly maintained roads, as are observed in countries such as India and Brazil, the significant size of potholes in particular, can compromise safety. In some situations it has been known for a vehicle with a low profile to become grounded on a large speed bump with the consequence of significant vehicle damage and the requirement for vehicle recovery.

The present invention seeks to provide an improvement in the field of vehicle travel that has particular application for automotive vehicles driven on roads.

SUMMARY OF THE INVENTION

Aspects of the invention provide a vehicle, a system, a method, a navigation system and a remotely accessible data storage means as claimed in the appended claims.

According to an aspect of the invention for which protection is sought, there is provided a vehicle comprising a system for mapping irregularities in surfaces upon which a vehicle is driven, the system comprising: a detector for detecting the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mounted to or being formed as part of the vehicle; a means for determining the location of the irregularity; a means for determining the severity of the irregularity; a control unit; and a data storage means comprsed within and/or associated with the system, wherein the control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.

The collated data regarding the location and severity of irregularities in a road surface, such as bumps, potholes, ridges and the like, can be used to many advantageous effects each successive time a detected irregularity is approached. For example, to warn a driver of a vehicle by means of a visual or audible alert; to improve navigation systems by enabling the selection or recommendation of routes that minimise the negotiation of irregularities; and/or to form auto-responsive suspension systems which can mitigate against vehicle damage and driver discomfort by automatically compensating for a detected irregularity of a known type and severity before or as it is traversed. On a new journey taken for the first time data is acquired, and thereafter the data may be stored for use and in certain arrangements is shared (optionally via a cloud, for example) for mutual benefit and such that data acquisition is conducted more rapidly and in a wider ranging manner. Stored data may be updated when a detected irregularity is traversed and assessed during a subsequent journey or by a subsequent vehicle.

Optionally, the control unit is configured to categorise the irregularity and is configured to categorise the irregularity in dependence upon the polarity of an initial rate of change of a variable measured directly or indirectly by the means for determining the severity of the irregularity. The control unit may be configured to categorise the irregularity as either a bump or a hole; in other words, as a perturbation in the road surface that causes a generally upward vertical acceleration of the vehicle or that causes a generally downward vertical acceleration of the vehicle.

The means for determining the severity of the irregularity may optionally comprise a means for measuring vertical acceleration. The means for measuring vertical acceleration may be an accelerometer, for example, an accelerometer comprised within an inertial measurement unit of a vehicle. In such an arrangement, the system may communicate with the inertial measurement unit via a car area network (CAN).

Additionally or alternatively, the means for determining the severity of the irregularity is comprised wthin a suspension system and the system for mapping irregularities in surfaces upon which a vehicle is driven receives one or more data signals relating to the suspension height (or a change thereof) at one or more or all of the front and rear, left and right, suspension components of the vehicle.

The control unit may be configured to quantify the severity of the irregularity by taking the (square) root of the sum of the squares (RSS) of the data signal values output by the means for determining the severity of the irregularity during a set time period or wheren the control unit is configured To quanTify the severity of the irregulariTy by taking the (square) root of the mean of the squares (FIMS) of the data signal values output by the detector during a set time period.

Additionally or alternatively, the system may be configured to high-pass-filter a data signal measured directly or indirectly by the detector to generate a filtered detector data signal. The high-pass-filter may be configured such that the filtered detector data signal comprises data at or above a pre-determined filter cut-off frequency. Optionally, the pre-determined filter threshold is about 1Hz. In this way, effects not attributable to the presence of a road surface irregularity can be filtered out. It will be recognised, therefore, that a filter cut-off frequency in the region of 2Hz may also be suitable.

Optionally, the system is configured to apply a pro-determined irregularity threshold to the filtered detector data signal, at or above which a determination is made by the control unit that a recordable irregularity has occurred. The pre-determined irregularity threshold may be calibrated and can take account of different vehicle configurations, weights and suspension systems in creating a threshold above which an irregularity of more than mere significance is identified and recorded and below which it is determined that no irregularity was detected. In this way the significant quantity of data that may be gathered by the system is sensibly limited and processed to create a system that can utilise on-board vehicle processing power and without requiring too great a processing resource. Additionally beneficially, the system is configured to repeatedly assess the road surface. If a pothole, for example, degrades over time, as it becomes larger its impact is more greatly felt and it will change from not being detected as a recordable irregularity, to one of sufficient severity to be so classified and optionally therefore compensated for in future driving (until such time as the pothole may be filled in and its removal will also be detected at a future date).

Optionally, the detector comprises an accelerometer configured to detect vertical acceleration of the vehicle. Additionally or alternatively, the detector may form part of the suspension system. Additionally or alternatively, the detector may form part of a terrain response system and the data signal measured directly or indirectly by the detector may comprise road roughness index data for example, but not limited to, International Roughness Index (IRI) data measured using an internationally recognised standard.

Additionally or alternatively, the detector may comprise an imaging means having a field of view that encompasses a surface adjacent to and/or ahead of the vehicle and the system may be configured to identity or associate features recognised in an image data stream with data relating to surface markings known to be associated with purposeful irregularities. The surface markings known to be associated with purposeful irregularities may be stored in a marking data storage means associated with the system, in order to detect the presence of an irregularity. Optionally, the system is configured to recognise features including: solid white triangles and black and white stripes. Such features are typically associated with speed bumps and zebra crossings respectively.

The system may be configured to not store data in dependence upon one or more vehicle parameters. Optionally, said one or more vehcle parameters may comprise: vehicle speed, vehicle longitudinal acceleration and/or braking pressure. The system may also be configured not to store data when the vehicle speed is less than a vehicle speed threshold; and/or when the vehicle longitudinal acceleration is greater than an acceleration threshold; and/or when the braking pressure is greater than a braking pressure threshold.

The means for determining the location of the irregularity comprises a Global Positioning System (GPS) data signal. The longitude and latitude of an irregularity may be stored. In consideration of the accuracy of GPS, the co-ordinates in longitude and latitude of a first detected irregularity may be matched with a later detected irregularity despite the co-ordinates in longitude and latitude of the later detected irregularity not being an exact match, but being within a predetermined tolerance of one another.

The system is optionally configured to re-detect the presence of a known irregularity, identified by its location, in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the system is optionally configured to re-determine the severity of a known irregularity, and the system is optionally configured to categorise and to quantify the severity of the re-detected irregularity. Optonally, the system is further configured to additionally store data relating to the location, the category and the severity of the irregularity at each detection thereof or wherein the system is further configured to overwrite previously stored data with newly acquired data or wherein the system is further configured to conduct a mathematical analysis of the previously stored severity and of the more recently acquired severity to determine a severity for the irreguarity that should be stored by said means for storing data.

The system may be configured to store data relating to the location, the category and the severity of the irregularity for use by a control module of the vehicle at a later time.

Optionally, the control module of the vehicle may be configured to issue a warning when the vehicle re-approaches a stored location whereat an irregularity has been detected, categorised and/or quantified.

Additionally or alternatively, the control module of the vehicle is configured to cause the vehicle to be prepared when the vehicle re-approaches a stored location whereat an irregularity has been detected, categorised and quantified in order to mitigate against the effects of the presence of that irregularity.

Optionally, the control module causes the vehicle to be prepared by automaticaNy controlling the suspension of the vehicle.

The system may be configured to store data relating to the location, the category and/or the severity of the irregularity in a locally accessed data storage means comprised within the vehicle and/or in a remotely accessed data storage means hosted externally of the vehicle.

Optionally, the system is configured to store said data in a remotely accessed data storage means and said remotely accessed data storage means may be a cloud.

An imaging means may additionally be provided, having a field of view that encompasses a surface adjacent to and/or ahead of the vehicle and wherein the system is configured to reference image data acquired by the imaging means at a time frame in correspondence with the time of detection of the presence of an irregularity by said detector. The system may be configured to reference image data acquired by the imaging means at a time frame so in correspondence with the time of detection of the presence of an irregularity by said detector in order to identify a surface marking associated with purposeful irregularities in order to further confirm the detection of an irregularity.

Optionally, the system is configured to reference image data acquired by the imaging means at a time frame in correspondence with the time of detection of the presence of an irregularity by said detector in order to store a visual identification of a detected irregularity, in order that the detection of future irregularities can be further confirmed by observing the same visual identification in conjunction with detection of the presence of an irregularity by said detector.

According to another aspect of the invention for which protection is sought, there is provided a method of mapping irregularities in surfaces upon which vehicles are driven, the method comprising: (i) determining the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity; (H) determining the location of the irregularity; (Hi) determining the severity of the irregularity; (iv) categorising the irregularity; and/or (v) quantifying the severity of the irregularity; and (vi) storing data relating to the location, the category and/or the severity of the irregularity.

According to an even further aspect of the invention for which protection is sought, there is provided a remotely accessible data storage means comprising data relating to irregularities detected to be present in a road network, the data comprising, for each detected irregularity: a location at which the presence of an irregularity has been detected; a category of the detected irregularity; and/or a severity of the detected irregularity. Optionally, the data stored by the remotely accessible data storage means is collated by one or more systems present in vehicles according to any of the relevant preceding paragraphs.

According to another even further aspect of the invention for which protection is sought, there is provided a navigation system comprising, or having access to, data relating to a road network upon which a vehicle can be driven; the navigation system comprising, or having access to, data relating to the location, presence, category and/or severity of detected irregularities detected to be present in said road network; and the navigation system being configured to determine one or more suggested routes in dependence upon a current location of a vehicle, in dependence upon a specified target location for the vehicle and in dependence upon data relating to the irregularities detected to be present in said road network.

Optionally, the system is further configured to determine one or more comfortable routes for a vehicle in dependence upon the density of detected irregularities and/or the severity of detected irregularities. The data relating to the location, category and/or severity of irregularities detected to be present in said road network may be acquired by one or more systems comprised in one or more vehicles according to any of the relevant preceding paragraphs. Additionally or alternatively, the data relating to the location, category and/or severity of irregularities detected to be present in said road network may be acquired by the method of the relevant preceding paragraph. Additionally or alternatively, said data relating to the location, category and/or severity of irregularities detected to be present in said road network may be stored in a remotely accessible data storage means according to the relevant preceding paragraphs.

According to yet another even further aspect of the invention for which protection is sought, there is provided a system for mapping irregularities in surfaces upon which a vehicle is driven, the system comprising: (i) a detector for detecting the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mountable to or for forming part of the vehicle; (H) a means for determining the location of the irregularity; (Hi) a means for determining the severity of the irregularity; (iv) a control unit; and (v) a data storage means comprised within and/or associated with the system, wherein the control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim so to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention wll now be described, by way of example only, with reference to the accompanying drawings, in which: FIGURE 1 is a schematic illustration of a vehicle comprising a system for detecting road irregularities according to an embodiment of the invention; FIGURE 2A s schematic illustration of a wheel and suspension component travelling over a bump; FIGURE 2B is a graphical representation of a change in suspension height over time for the suspension component of Figure 2A travelling over the bump of Figure 2A, which change in suspension height is used for the detection of a bump in a road according to an embodiment of the invention; FIGURES 3A -3D are data plots of front left, front right, rear left and rear right suspension heights respectively from a vehicle having a system according to various embodiments travelling at 20 miles per hour (mph) over terrain having a speed bump; FIGURE 4A s schematic illustration of a wheel and suspension component travelling over a pothole (dip); FIGURE 4B is a graphical representation of a change in suspension height over time for the suspension component of Figure 4A travelling over the dip of Figure 4A, which change in suspension height is used for the detection of a bump in a road according to an embodiment of the invention; FIGURES 5A -SD are data plots of front left, front right, rear left and rear right suspension heights respectively from a vehicle having a system according to various embodiments travelling at 20 miles per hour over terrain having a speed bump; FIGURE 6 is a graphical representation of a quantification of severity of a series of detected irregularities determined to be present in a journey; and FIGURE 7 is a snapshot of a view from an imaging means comprised in a system according to another embodiment of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS

Detailed descriptions of specific embodiments of the vehicles, systems, methods, navigation systems and remotely accessible data storage means of the present invention are disclosed herein. It will be understood that the disclosed embodiments are merely examples of the way in which certain aspects of the invention can be implemented and do not represent an exhaustive list of all of the ways the invention may be embodied. Indeed, it will be understood that the vehicles, systems, methods, navigation systems and remotely accessible data storage means described herein may be embodied in various and alternative forms. The Figures are not necessarily to scale and some features may be exaggerated or minimised to show details of particular components. Well-known components, materials or methods are not necessarily described in great detail in order to avoid obscuring the present disclosure. Any specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the invention.

Referring to Figure 1, there is shown a first vehicle 10 comprising a system 90 for mapping irregularities 50, which may take the form of a speed bump 50 as illustrated. The term "irregularities" as used herein is intended to encompass depressions, potholes, ridges, ramps, raised lumps and the like on, above, in and/or within surfaces 28, such as but not limited to roads 28 upon which the vehicle 10 s driven. It will be appreciated that the system is beneficially provided to monitor the condition and integrity of driving surfaces that are intended to be relatively smooth, for example roads, driveways and the like. The system 90 may automatically be deactivated if the vehicle is being driven or is detected as being driven "off-road".

The system 90 comprises one or more detectors 16, 18 for detecting the presence of an irregularity 50 in the road surface 28. In the illustrated arrangement, the detectors are provided by a front-right suspension component 18, a rear-right suspension component 16, a front-left suspension component (not shown) and a rear-left suspension component (not shown) and are formed as part of a suspension system 85 of the vehicle 10. The system 90 additionally comprises a means 12 for determining the position of the irregularity. In this embodiment said means 12 takes the form of an on-board Global Positioning System (GPS) 12, which is optionally formed as an integral part of a navigation system 20. The GPS 12 and navigation system 20 are optionally housed within a cabin of the vehicle 10.

The system 90 further comprises a control unit 84 which is coupled to a control module 82 of the suspension system 85 and which is coupled to a remotely accessed data storage means 70 associated with the system 90.

The system 90 also comprises a means 16, 18 for determining a severity of the irregularity 50. In the present embodiment the means for determining the severity of the irregularity 50 is provided by a front-right suspension component 18, a front-left suspension component (not shown), a rear-right suspension component 16, a rear-left suspension component (not shown) and one or more control modules 82, 84 associated with the suspension system 85 and/or the system 90.

In the present embodiment, the remotely accessed data storage means 70 is provided in the form of a cloud 70. The cloud 70 is optionally supported by one or more computers positioned remotely from the vehicle 10 and accessed via a real-time communications network, such as the internet, via a mobile service provider. The control unit 84 is optionally configured to communicate with the cloud 70 via connections with the internet. The control unit 84 is also configured to communicate with the control module 82 of the suspension system 85 via a Controller Area Network (CAN) or other suitable internal communications network connection 4 within the vehicle 10.

As is described in further detail below, the control unit 84 of the system 90 is configured to first determine whether an irregularity 50 has been detected and then to categorise the irregularity 50 in terms of its type and to quantify the severity of the irregularity 50. The location of the irregularity 50 is also registered from the GPS 12 in the form of longitude and latitude co-ordinates and this location data, along with the type of irregularity 50 and its severity, is communicated to the cloud 70 as a "recordable irregularity" for storage in the cloud 70 and optionally for sharing the data with other systems, such as second and third systems 90', 90", hosted in second and third vehicles 10', 10" being driven on other roads 28', 28" within a road network.

In this way as one or more vehicles 10, 10', 10", each having a system 90, 90', 90" travel on roads 28, 28', 28' within a road network, data s collected by the system 90, 90', 90" of each of the vehicles 10, 10', 10". The data is also analysed, optionally by the control modules 84 of the systems 90, 90', 90" onboard the vehicles 10, 10', 10" such that only relevant data relating to an identified irregularity, its location and its severity, is uploaded for storage on the cloud 70. In other envisaged embodiments, data may be gathered by the systems 90, 90', 90" onboard the vehicles 10, 10', 10" but some or all of the analysis (relating to the type and/or severity of the irregularity) is conducted by computer processors within or associated with the cloud 70, instead of or in conjunction with the analysis conducted by the control module 84 of the systems 90, 90', 90" onboard the vehicles 10, 10', 10".

In the present embodiment the suspension system 85 of a vehicle 10 comprises a front-left suspension component (not shown); a front-right suspension component 18; a left-rear suspension component (not shown); and a right-rear suspension component 16. The left and right, rear and front suspension components 16, 18 each comprise elements such as springs, linkages, dashpots and shock absorbers that connect the vehicle 10 to the wheels 36, 38 of the vehicle 10 in such a way that, changes in the position of each of the front-left, rear-lefT, rear-right 36 and fronT-right 38 wheels relative to The vehicle 10 can, to some exTent at least, be absorbed by the suspension components 16, 18. As a wheel of the vehicle 10 passes over a dip (pothole) the suspension component associated with that wheel permits the wheel to extend away from the chassis of the vehicle 10 (optionally by extension of a spring); similarly, when a wheel of the vehicle 10 passes over a bump, the suspension component associated with that wheel permits the wheel to move closer to the chassis of the vehicle 10 (optionally by contraction of a spring). This is explained below with reference to Figures 2A-4B, wherein it is shown how in the present embodiment, suspension height data collated in real-time is used as a paraneter by the system 90 to determine that an irregularity exists; to determine the type of the irregularity; and to determine or quantify a severity of the irregularity.

Data signals SFL, SFR, SRL. SRR indicative of a front loft suspension height, a front right suspension height, a rear left suspension height, and a rear right suspension height at each of the front-left, front-right, rear-left and rear-right suspension components 16, 18 of the vehicle 10 are communicated from those suspension components 16, 18 to the control module 82 of the suspension system 85, via communications links 2, 3. The communications links 2, 3 may be direct, indirect, wired, wireless and/or routed through a network (not shown).

The value of suspension height SFL, SFR, SRL. SRR associated with each of the front-left, rear-left, rear-right 36 and front-right 38 wheels of the vehicle 10, when the vehicle 10 is stationary and disposed on a flat, level surface with no extra weight in the cabin of the vehicle, is about zero (or is calibrated to be about zero or is otherwise a known value so that variations in suspension height can be monitored and quantified relative to this equilibrium value SEQ). By monitoring changes in suspension height at one or more or all of the suspension components associated with the wheels 36, 38 of the vehicle 10, the presence and severity of an irregularity 50 can be determined. However, when the vehicle 10 is occupied, loaded, moving and/or braking, some variation in the suspension height is observed and this is not necessarily indicative of the presence of a road surface irregularity 50. Optionally, therefore, at low speeds, for example of about 8kmh1 or below, data relating to suspension height change is ignored, filtered out or not obtained. In other words, no identification or categorisation of the severity of irregularities is conducted at or below a certain threshold speed, which optionally is calibrateable and optionally may be set at about 8kmh1. Additionally, in the present arrangement, in dependence upon braking, data relating to suspension height change is ignored, filtered out or not obtained. Optionally a braking pressure threshold may be utilised as a guide to decide whether suspension height data should be gathered and analysed, filtered ou[ or otherwise ignored. Further optionally, the braking threshold may be set such that if full braking (in other words, if 100% braking pressure) is applied, then data relating to suspension height change is ignored, filtered out or not obtained. The braking pressure threshold may be calibrateable and may be less than 100% braking pressure.

In the present embodiment therefore, in addition to monitoring suspension height signals SFL, SFR, SRLSRR, the system 90 additionally monitors one or more data signals indicative of braking, such as brake pressure, longitudinal acceleration of the vehicle 10 and vehicle speed. In other arrangements it is envisaged that additionally, or alternatively, steering angle of the vehicle and/or other parameters, such as a road roughness index that may be created by a Terrain Response Module (TRM) (not shown) may be monitored. Such roughness data may for example, include standard International Roughness Index (IRI) data measured using an Internationally recognised standard method or equipment.

In Figure 2A, an enlarged schematic view of a front right wheel 38 coupled to the vehicle 10 (not shown in Figure 2A) is illustrated moving along a surface 28, in a direction F', that has a schematically represented irregularity 50, of the "bump" type.

In Figure 2B, a plot in the variation of the suspension height SFR over time is shown. The change in suspension height SFR corresponds to some extent to the profile of the surface 28 upon which the front-right wheel 38 is travelling. In Figure 2B, it can be seen that as the wheel 38 progresses along the flat surface 28, almost no variation in the suspension height is observed. As the wheel 38 contacts and rises up over the bump-type irregularity 50, the suspension height SFR decreases. This is because a spring and/or shock absorbers in the suspension component 18 has contracted to absorb" the bump to help cushion the vehicle on the uneven road, so that passengers within the vehicle 10 feel a smoother ride. Once the wheel 38 travels off the bump-type irregularity 50, the suspension component 18 has a short settling period and then returns substantially to an equilibrium suspension height. The decrease in suspension height SFROr negative change in suspension height SFRI5 a marker that can be used to identify the type of irregularity 50. In other words, because the significant change in suspension height SFR started with a drop, it can be determined that the front-right wheel 38 is travelling over an irregularity 50 and that that irregularity 50 is a bump-type irregularity 50. The severity of the bump type irregularity 50 can be quantified in dependence upon the magnitude of the change in the suspension height SFR.

From the profile of the change in suspension height, information can be gleaned or inferred.

The polarity of the initial change (see arrow and "-ye" in Figure 26) of the suspension height is indicative of the type of irregularity (i.e. a negative change, a decrease, corresponds to a bump; and a positive change, an increase, corresponds to a pothole).

In the present embodiment, the severity 8(I) of an irregularity is quantified by summing the change in suspension for the duration of the change, i.e. the integral of the change in suspension height is taken over a time period related to the duration of the peak' in the suspension height data signal. The integral is proportional to, and thereby effectively computes, the energy required to cushion the road surface irregularity. By using an integral or other summation of the total changes in suspension height occurring over time, the speed at which the vehicle 10 was traveling when it traversed the irregularity is inherently accounted for. Computation of a summation (integral) of the change in suspension for the duration of the change is optionally carried out for one or more of the front-left SFL, front-right SFR, rear-left SRL and rear-right SRR suspension heights. For example, for the front-left suspension component only: S(l) = Js,.ds Alternatively, the severity S(l) may be based upon all four suspension heights, for example: S(l) = jS,.di +JSFR.dl + JSR,41 + JSRR.dl In some embodiments, the integral of the change in suspension height over a period of time so may be computed by taking the square root of the sum of the squares (RSS) of the magnitudes of suspension height over a period of time corresponding to the duration of the peak (or dip) in suspension height.

In other envisaged embodiments, the rate of change of suspension height in consideration of vehicle speed (and/or acceleration/deceleration) may be taken as an indication of the severity of the bump without necessarily taking the integral or RSS as described above. In some envisaged embodiments, the root of the mean of the squares (RMS) of one or more of the suspension heights may be used to identify the presence of a bump and/or quantify the severity of a bump. Again, in consideration of vehicle speed, the magnitude of the change of suspension height Am may be used as an indicator of the severity of the bump. Additionally or alternatively, the duration At of the change may be used (in consideration of vehicle speed), to quantify the severity of the bump. The duration At may be defined as the time from the start of the change in suspension height to the time that the suspension height takes to settle down to a particular level, for example, the equilibrium suspension height SFR(EO). These parameters may be used individually or collectively or in other combinations to characterise (quantify) the severity of the bump. Other definitions of the duration may be

suitable.

In Figures 3A to 3D, four actual data signals SFL, SFR, SRL, SRR taken from a vehicle 10 having the system 90 are shown. The vehicle 10 was travelling at about 33mph (about 14.7 ms'), on a surface 28 and traversed a bump 50 such as that shown in Figure 1, which spanned the road 28 and as such was contacted by both of the front wheels 38 and then subsequently after a short delay, both of the rear wheels 36. The variation in each of the front-left suspension height SFL, front-right suspension height SFR, rear-left suspension height SRL; and rear right suspension height SRR during a time period (t =lls to t=17s) are shown.

The range of the y-axis for the front-left suspension height SFL, front-right suspension height SFR, rear-left suspension height SRL and rear-right suspension height is between -10 and 20 in Figures 3A to 3D. It is clear from these representations that when the vehicle 10 has travelled over the bump 50, the front left and rear suspension height dips and then presents a peak (as the vehicle rises up over and then descends the other side of the bump 50). The peak occurs at t = about 14.25s. The characteristic change in suspension height of the rear-left and rear-right suspension heights is similar (see dip and peak at t = about 14.5s) and is delayed by about 2SOms. The delay in response (change in suspension heights) from the rear wheels can be monitored and also used to confirm that an irregularity in the road has been experienced, by considering the speed u of travel of the vehicle (about 33 mph), the time delay tot about 250ms and the distance d (about 3.5m) between the two axles of the vehicle 10. Speed ii (14.7ms1), multiplied by the time delay t (0.25s), gives a distance of 3Gm which substantially corresponds to the distance dof about 3.5m between the two axles of the vehicle 10.

In Figure 4A, an enlarged schematic view of a front right wheel 38 coupled to the vehicle 10 (not shown in Figure 4A) is illustrated moving along a surface 28b, in a direction F', that has a schematically represented irregularity SOb, of the "pothole" type.

In Figure 4B, a plot in the variation of the suspension height SFR over time is shown. The change in suspension height SFR corresponds to some extent to the profile of the surface 28b upon which the front-right wheel 38 is travelling. In Figure 4B, it can be seen that as the wheel 38 progresses along the flat surface 28b, almost no variation in the suspension height is observed. As the wheel 38 contacts and travels down into the pothole type irregularity 50b, the suspension heighT SFR increases. This is because a spring and/or shock absorbers in the suspension component 18 have extended to cushion the effect of the pothole 50b on the uneven road 28b, so that passengers within the vehicle 10 feel a smoother ride. As the wheel 38 travels out of the pothole 50b, the suspension height SFRdecreases and then the suspension component 18 has a short settling period and then returns to an equilibrium suspension height. The initial increase in suspension height SFR or positive change in suspension height SFR is a marker that can be used to identify the type of irregularity 50b. In other words, because the significant change in suspension height SFR started with an increase, it can be determined that the front-right wheel 38 is travelling over an irregularity SOb and that that irregularity 50b is a pothole type irregularity. The severity of the pothole type irregularity SOb can be quantified in dependence upon the magnitude of the overall change in the suspension height SFR (i.e. the energy required to cushion the pothole).

In Figures 5A to 5D, four actual data signals SFL, SFfl, SRL SRR taken from a vehicle 10 having the system 90 at a later time (compared to Figures 3A to 3D) are shown. The vehicle was again travelling at 20mph on a surface (not shown) and the variation in each of the front-left suspension height SFL, front-right suspension height SFR, rear-left suspension height SRL, and rear right suspension height SRR during a time period (t =lUs to t=35s) are shown.

The range of the y-axis for the front-left suspension height SFL in Figure 5A is from -20 to 0 (mm); the range of the y-axis for the front-right suspension height SFR in Figure 5B is from -to 10 (mm); the range of the y-axis for the rear-left suspension height SRL in Figure SC is from -10 to 10 (mm); and the range of the y-axis for the rear-right suspension height SAR in Figure 5D is from 0 to 20 (mm).

It can be seen (see circled areas in Figures SB and SD) that at about 23s the front right wheel 38 enters a pothole. Very shortly thereafter, the rear-right wheel 36 follows the front right wheel and also enters the same pothole. In the present embodiment, to identify the presence of an irregularity 50, the control unit 84 of the system 90, in conjunction with the control module 82 of the suspension system 85, conducts monitoring of the data signals SFL, SFR, SRL,SRR.The system 90 may also consider other parameters relating to the current state of the vehicle optionally including the brake pressure (because braking can cause a change in suspension height), and optionally vehicle speed u (because change in suspension height due to the presence of an irregularity may be effected by the vehicle speed) and the location of the vehicle 10 using OPS 12 corresponding to the time of the pulse/peak in suspension height In this way the system 90, 90', 90" is provided to map irregularities 50 within or on surfaces 28, 28!, 28 upon which the vehicle 10, 10!, 10.. is driven. The control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and is configured to store data relating to the location, the category and/or the severity of the irregularity, optionally by sending the data to a cloud storage 70. Optionally in other embodiments, the data is not shared but is gathered and held only by an individual vehicle 10. Whilst less wide reaching data may be gathered, a vehicle 10 taken on journeys it has travelled before can nevertheless be of benefit to itself.

However, in some applications of the invention, it is beneficial if a database of information is collected by the one or more vehicles 10, 10', 10" as they travel around. A plot of the severity of a series of identified and categorised irregularities is shown in Figure 6. It can be seen therein that after receiving data in the form of that shown in Figures SA-3D and Figures SA-5D, that a normalised severity is determined for each of a series of identified irregularities. The graphical representation of Figure 6 is unlikely to be output by the system 90, but provides an illustration for the reader of how a road travelled by a vehicle 10 having the system 90 has been monitored, analysed and the severity of irregularities therein quantified.

In embodiments of the disclosure, it is anticipated that a memory or data storage means (such as the cloud 70 or an on-board memory) can be used to record a series of organised data entries. In embodiments where a remotely accessible data storage means, such as cloud 70 is used to store data relating to irregularities 50, 50' detected to be present in a road network 28, 28', 28", the data (as set out in table 1.1 below) may comprise, for each detected irregularity 50, SUb: a specific location (optionally specified in co-ordinates of longitude and latitude) at which the presence of an irregularity 50, 5Db has been detected; a category of the detected irregularity (for example, bump, pothole); and/or a severity of the detected irregularity. Optionally, a date on which the data was obtained may be retained.

GPS co-ordinates Irregularity type Severity Date data input (normalised) (long, lat) Bump 50% 5.12.2013

Table 1.1

In one embodiment, after a first detection by one vehicle 10 having a system 90 and travelling on roads 28, 28', 28" in the network, at a subsequent time, the same or another vehicle 10, 10', 10" may also detect the presence of the irregularity. The stored data is optionally then overwritten with the new data.

In an alternative embodiment, after a first detection by one vehicle 10 having a system 90 and travelling on roads 28, 28', 28" within the network, at a subsequent time, the same or another vehicle 10, 10', 10" may also detect the presence of that irregularity, the stored data is compared to the new data and if the location is within a specific and small tolerance of an already registered GPS location, then the two identifications of an irregularity may be considered as two identifications of the same irregularity. This determination may be made more positive by consideration of the irregularity type and severity. The stored severity may then be updated with a new severity value based upon a combination of the old severity and the new severity (for example, by averaging). In some envisaged embodiments, a weighted averaging technique is utilised in which a greater weighting may be given to more recent severity determinations and a lower weighting o older severity determinations.

In envisaged embodiments utilising either an on board data storage means or a remotely accessible storage means 70, once an irregularity has been registered, the system 90 may look out' for the irregularity during a vehicle's 10 future visits to the same GPS location in order to determine whether the irregularity still exists. In other words, the storing or updating of data in an on board memory means or in a remotely accessible storage means 70 may be triggered by a noticeable change in suspension and/or by prior knowledge of the existence of an irregularity at a particular location (GPS location). In this way, for example, a pothole that is recorded based upon a positive polarity and a suspension height change at location (x, y) is subsequently removed from the database in response to a later detection that no significant change in suspension height has occurred during one or more successive So subsequent visits to that same location (x, y). As such, as maintenance work is conducted, and potholes are fixed, the system 90 remains up to date and useful. In general this approach may be referred to as qualification of the stored data, which data is in some embodiments stored by the remotely accessible data storage means 70 and is collated by one or more systems 90, 90', 90" present in one or more vehicles 10, 10', 10".

Irrespective of whether the irregularity data is gathered by one or more vehicle systems 90, 90', 90" and irrespective of whether the irregularity data is stored locally on board one vehicle 10 or remotely within a cloud 70 on behalf of one or more vehicle systems 90, 90', 90", the irregularity data may be used for a variety of purposes. For example, in some embodiments the data is utilised, optionally in conjunction with a navigation system, to compute a most comfortable route". In such an arrangement, a navigation system 20 comprising or having access to navigational data (i.e. data relating to a road network upon which a vehicle can be driven) and comprising or having access to irregularity data relating to the presence, category and/or severity of detected irregularities detected to be present in said road network, is configured to determine one or more suggested routes in dependence upon a current location of a vehicle, in dependence upon a specified target location for the vehicle and in dependence upon the detected irregularities determined to be present in said road network. A preferred route may be suggested or adopted in dependence upon the number (fewest number) of irregularities detected to be present on a road network and in this way a route can be recommended based upon it likely offering a smoother, less wearing ride. Additionally or alternatively, a preferred route may be suggested or adopted in dependence upon the severity of the irregularities detected to be present on a road network.

In this way, if a particularly bad bump or pothole is known to be present on a particular route, that route or the relevant part of that route could be avoided in order to avoid the detected irregularity.

In some embodiments the irregularity data is utilised, optionally in conjunction with a suspension system, to prepare a vehicle in readiness for travelling over an irregularity detected to be present on a road network, before the vehicle has actually travelled over the irregularity. Preparing the vehicle optionally may involve: steering, positioning, aligning or otherwise controlling the direction of the vehicle to avoid an irregularity, say a pothole, (already detected and logged in the stored data); providing information, optionally by means of a visual display, to urge the driver to steer around the irregularity (if safe to do so); slowing the vehicle; and/or by way of a further and non-limiting example, using a suspension control to mitigate against the effect of the irregularity. Where a suspension control system is used, a change in suspension height or vertical acceleration may not be as pronounced as it otherwise might have been had the vehicle been allowed to traverse the irregularity unaided.

As such, when updating the stored irregularity data, specifically when updating the entry relating to the detected irregularity being traversed, it is beneficial in such embodiments to consider, or otherwise compensate for, the action of the suspension control system. This is because the suspension control system has acted to minimise the effect of the irregularity and overwriting the stored data to remove the detected irregularity or to reduce the recorded severity may not in fact represent the true stuation. In embodiments of the nvention the system 90 is coupled, directly or indirectly, to a suspension control system and considers the effect of that suspension control system on a detector for detecting the presence of an irregularity and/or on a means for determining the severity of the irregularity (for example a data signal indicative of suspension height or vertical acceleration), before updating or storing data relating to the severity of the irregularity.

In optional envisaged embodiments of the disclosure, a system for mapping irregularities 50 in surfaces 28 upon which a vehicle 10 is driven comprises one or more imaging means 14, such as a wide-angle digital camera. Image data collected by the one or more imaging means 14 may be used for detecting the presence of an irregularity in a surface 28 whilst the vehicle 10 is approaching, passing or driving over the irregularity. The one or more imaging means 14 is optionally mounted in a side mirror of the vehicle 10. Processing and/or analysis of the image data collected by the one or more imaging means 14 may be used separately to, or in conjunction with, a system 90 as described above. As such, the processing and analysis of image data may be used to confirm that a detected irregularity exists; is a particular type; and/or has a specified severity.

The imaging means 14 preferably has a field of view that encompasses a surface adjacent to and/or ahead of the vehicle 10. The system 90 is optionally configured to associate features recognised in an image data stream with data relating to surface markings associated with purposeful irregularities stored in a marking data storage means associated with the system in order to detect the presence of an irregularity. For example, the system is configured to recognise features optionally including: solid white triangles (see Figure 7); and black and white stripes.

Alternatively or additionally, the one or more imaging means 14 may be used as part of a self-learning aspect of a system 90. For example, markings or distinctive visual characteristics may be associated with irregularities. As shown in Figure 7, a speed bump in the UK is often marked with white solid isosceles triangles. Upon or otherwise in conjunction with the system 90 determining the presence of a bump-type irregularity, image data and analysis thereof may be used to confirm the existence of a speed bump. Additionally or alternatively, upon or otherwise in conjunction with the system 90 determining the presence of an irreguarity, image data collected at the relevant time may be processed and/or analysed in order to identify visual markers that repeatedly occur when certain types or severity of irregularity are identified. This visual data can then be used as a secondary indicator of a road surface irregularity.

It can be appreciated that various changes may be made within the scope of the present invention. For example, in other embodiments of the invention it is envisaged that a parameter in addition to, or in the alternative to, suspension height is used for the determination that an irregularity exists; and/or for the determination of the type of the irregularity; and/or for the determination or quantification a severity of the irregularity. For example, in some embodimenTs one or more of an onboard inertial measurement unit (IMU) associated with one or more of the wheels of a vehicle can be used. A parameter, for example, vertical acceleration of one or more wheels would provide data indicative of the movement of the wheel relative to the (chassis) of the vehicle and with suitable calibration may be used to determine the type and/or severity of irregularities on a road surface. Again, it will be appreciated that in such or other embodiments, the suspension system of such a vehicle may be operating to counter the effect of the "known" irregularities and consideration, in real time, of the suspension systems actions to counter a "known irregularity!! along with the detected vertical acceleration (of the one or more wheels) may be conducted so that the system can continue to detect and monitor the presence of and severity of "known" irregularities.

It will be appreciated that in other envisaged embodiments, the basis upon which data indicative of the type and/or severity of an irregularity is filtered out and not included for assessment may depend on parameters other than or in addition to vehicle speed and/or braking and that the threshold set for deciding whether to include data indicative of the type and/or severity of an irregularity for further analysis or not may differ from that described herein. For example, other metrics may be available that indicate whether the vehicle is braking or not and to what extent, and braking pressure per so may not be consdered.

The foregoing disclosure has been written particularly in the context of a vehicle being driven on roads in the UK. However, it is recognised that in other jurisdictions, legal requirements for road users, road signage and terminology relating to the same may differ from that disclosed herein. Described aspects of the present disclosure should not be construed in any way as limiting the application of the invention to only left-hand drive vehicles and/cr to vehicles for the UK. Indeed it will be recognised that subject to other legal restrictions governing road use and road markings the present invention is not in any way limited in its application to UK roads or UK based-vehicles.

The following numbered paragraphs are statements of invention: A vehicle comprising a system for mapping irregularities in surfaces upon which a vehicle is driven, the system comprising: (i) a detector for detecting the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mounted to or being formed as part of the vehicle; (H) a locator for determining the location of the irregularity; (Hi) a control unit; and (iv) a data storage means comprised within and/or associated with the system, wherein the control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity based upon data obtained from the detector and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.

2. A vehicle according to paragraph 1 wherein the control unit is configured to categorise the irregularity in dependence upon the polarity of an initial rate of change of a variable measured directly or indirectly by the detector and wherein the control unit is configured to categorise the irregularity as either a bump or a hole.

3. A vehicle according to paragraph 2 wherein the detector measures vertical acceleration or suspension height associated with one or more of a front-right wheel, a front-left wheel, a rear-right wheel and a rear-left wheel of the vehicle.

4. A vehicle according to paragraph 3 wherein the control unit is configured to quantify the severity of the irregularity by taking the (square) root of the sum of the squares (RSS) of the data signal values output by the detector during a set time period or wherein the control unit is configured to quantify the severity of the irregularity by taking the (square) root of the mean of the squares (RMS) of the data signal values output by the detector during a set time period.

5. A vehicle according to paragraph 3 wherein the system is configured to high-pass-filter a data signal measured directly or indirectly by the detector to generate a filtered detector data signal and wherein the high-pass-filter is configured such that the filtered detector data signal comprises data at or above a pre-determined filter threshold.

6. A vehicle according to paragraph 5 wherein the system is configured to apply a pre-determined irregularity threshold to the filtered detector data signal, at or above which a determination is made by the control unit that a recordable irregularity has occurred.

7. A vehicle according to paragraph 1 wherein the detector comprises one or more of: an accelerometer configured to detect vertical acceleration of the vehicle, a suspension system component and a terrain response system.

8. A vehicle according to paragraph 1 wherein the detector comprises an imaging means having a field of view that encompasses a surface adjacent to and/or ahead of the vehicle and wherein the system is configured to associate features recognised in an image data stream with data relating to surface markings associated with purposeful irregularities stored in a marking data storage means associated with the system in order to detect the presence of an irregularity.

9. A vehicle according to paragraph 8 wherein the system is configured to recognise features optionally including: solid white triangles; and black and white stripes.

10. A vehicle according to paragraph 1 wherein the system is configured to not store data in dependence upon one or more vehicle parameters.

11. A vehicle according to paragraph 9 wherein said one or more vehicle parameters comprise: vehicle speed, vehicle longitudinal acceleration and/or braking pressure and wherein the system is configured not to store data when the vehicle speed is less than a vehicle speed threshold; and/or when the vehicle longitudinal acceleration is greater than an acceleration threshold; and/or when the braking pressure is greater than a braking pressure threshold.

12. A vehicle according to paragraph 1 wherein the means for determining the location of the irregularity comprises a Global Postioning System (GPS) data signal.

13. A vehicle according to paragraph 1 wherein the system is configured to re-detect the presence of a known irregularity identified by its location in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, wherein the system is configured to re-determine the severity of a known irregularity and wherein the system is configured to categorise and to quantify the severity of the re-detected irregularity.

14. A vehicle according to paragraph 13 wherein the system is further configured to additionally store data relating to the ocation, the category and the severity of the irregularity at each detection thereof or wherein the system is further configured to overwrite previously stored data with newly acquired data or wherein the system is further configured to conduct a mathematical analysis of the previously stored severity and of the more recently acquired severity to determine a severity for the irregularity that should be stored by said means for storing data.

15. A vehicle according to paragraph 1 wherein the system is configured to store data relating to the location, the category and the severity of the irregularity for use by a control module of the vehicle at a later time.

16. A vehicle according to paragraph 15 wherein said control module of the vehicle is configured to issue a warning when the vehicle re-approaches a stored location whereat an irregularity has been detected, categorised and/or quantified.

17. A vehicle according to paragraph 16 wherein said control module of the vehicle is configured to automatically control the suspension system of the vehicle when the vehicle re-approaches a stored location whereat an irregularity has been detected, categorised and quantified in order to mitigate against the effects of the presence of that irregularity.

18. A vehicle according to paragraph 1 wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity in a locally accessed data storage means comprised within the vehicle and/or in a remotely accessed data storage means hosted externally of the vehicle.

19. A vehicle according to paragraph 1 further comprising an imaging means having a field of view that encompasses a surface adjacent to and/or ahead of the vehicle and wherein the system is configured to reference image data acquired by the imaging means at a time frame in correspondence with the time of detection of the presence of an irregularity by said detector in order to identify a surface marking associated with purposeful irregularities in order to further confirm the detection of an irregularity or in order that the detection of future irregularities can be further confirmed by observing the same visual identification in conjunction with detection of the presence of an irregularity by said detector.

20. A method of mapping irregularities in surfaces upon which vehicles are driven, the method comprising: (i) determining the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity; (H) determining the location of the irregularity; (Hi) determining the severity of the irregularity; (iv) categorising the irregularity; and/or (v) quantifying the severity of the irregularity; and (vi) storing data relating to the locaton, the category and/or the severity of the irregularity.

21. A remotely accessible data storage means comprising data relating to irregularities detected to be present in a road network, the data comprising, for each detected irregularity: a location at which the presence of an irregularity has been detected; a category of the detected irregularity; and/or a severity of the detected irregularity and wherein the data stored by the remotely accessible data storage means s collated by one or more systems present in vehicles according to paragraph 1.

22. A navigation system comprising, or having access to, data relating to a road network upon which a vehicle can be driven; the navigation system comprising, or having access to, data relating to the location, category and/or severity of detected irregularities detected to be present in said road network; and the navigation system being configured to determine one or more suggested routes in dependence upon a current location of a vehicle, in dependence upon a specified target location for the vehicle and in dependence upon the data relating to irregularities detected to be present in said road network.

23. A navigation system according to paragraph 22, wherein the system is further configured to determine one or more comfortable routes for a vehicle in dependence upon the density of detected irregularities and/or the severity of detected irregularities.

24. A navigation system according to paragraph 22 wherein said data relating to the location, category and/or severity of irregularities detected to be present in said road network is acquired by one or more systems comprised in one or more vehicles according to paragraph 1.

25. A system for mapping irregularities in surfaces upon which a vehicle is driven, the system comprising: (i) a detector for detecting the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mountable to or for forming part of the vehicle; (H) a means for determining the location of the irregularity; (Hi) a means for determining the severity of the irregularity; (iv) a control unit; and (v) a data storage means comprised within and/or associated with the system, wherein the control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.

Claims

CLAIMSA vehicle comprising a system for mapping irregularities in surfaces upon which a vehicle is driven, the system comprising: (i) a detector for detecting the presence of an irregularity in a surface upon which the vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mounted to or being formed as part of the vehicle; (H) a means for deTermining the location of the irregularity; (Hi) a means for determining the severity of the irregularity; (iv) a control unit; and (v) a data storage means comprised within and/or associated with the system, wherein the control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.
2. A vehicle according to claim 1 wherein the control unit is configured to categorise the irregularity in dependence upon the polarity of an initial rate of change of a variable measured directly or indirectly by the means for determining the severity of the irregularity.
3. A vehicle according to claim 2 wherein the control unit is configured to categorise the irregularity as either a bump or a hole.
4. A vehicle according to any claim 1 to 3 wherein the means for determining the severity of the irregularity comprises a means for measuring vertical acceleration.
5. A vehicle according to claim 4 wherein the means for measuring vertical acceleration is an accelerometer.
6. A vehicle according to claim 5 wherein the accelerometer is comprised within an inertial measurement unit of the vehicle and wherein the system communicates with the inertial measurement unit.
7. A vehicle according to any preceding claim 1 to 3 wherein the means for determining the severity of the irregularity is comprised within a suspension system and the system for mapping irregularities in surfaces upon which a vehicle is driven receives one or more data signals relating to the suspension height at one or more or all of the front and rear, left and right, suspension components of the vehicle.
8. A vehicle according to any preceding claim wherein the control unit is configured to quantify the severity of the irregularity by taking the (square) root of the sum of the squares (RSS) of the data signal values output by the means for determining the severity of the irregularity during a set time period or wherein the control unit is configured to quantify the severity of the irregularity by taking the (square) root of the mean of the squares (RMS) of the data signal values output by the detector during a set time period.
9. A vehicle according to any preceding claim wherein the system is configured to high-pass-filter a data signal measured directly or indirectly by the detector to generate a filtered detector data signal.
10. A vehicle according to claim 9 wherein the high-pass-filter is configured such that the filtered detector data signal comprises data at or above a pre-determined filter threshold.
11. A vehicle according to claim 10 wherein the pre-determined filter threshold is about 1Hz.
12. A vehicle according to claim 9, 10 or 11 wherein the system is configured to apply a pre-determined irregularity threshold to the filtered detector data signal, at or above which a determination is made by the control unit that a recordable irregularity has occurred.
13. A vehicle according to any preceding claim wherein the detector comprises an accelerometer configured to detect vertical acceleration of the vehicle.
14. A vehicle according to any preceding claim wherein the detector forms part of the suspension system.
15. A vehicle according to any preceding claim wherein the detector forms part of a terrain response system and the data signal measured directly or indirectly by the detector comprises road roughness index data.
16. A vehicle according to any preceding claim wherein the detector comprises an imaging means having a field of view that encompasses a surface adjacent to and/or ahead of the vehicle and wherein the system is configured to associate features recognised in an image data stream with data relating to surface markings associated with purposeful irregularities stored in a marking data storage means associated with the system in order to detect the presence of an irregularity.
17. A vehicle according to claim 16 wherein the system is configured to recognise features optionally including: solid white triangles; and black and white stripes.
18. A vehicle according to any preceding claim wherein the system is configured to not store data in dependence upon one or more vehicle parameters.
19. A vehicle according to claim 18 wherein said one or more vehicle parameters comprise: vehicle speed, vehicle longitudinal acceleration and/or braking pressure and wherein the system is configured not to store data when the vehicle speed is less than a vehicle speed threshold; and/or when the vehicle longitudinal acceleration is greater than an acceleration threshold; and/or when the braking pressure is greater than a braking pressure threshold.
20. A vehicle according to any preceding claim wherein the means for determining the location of the irregularity comprises a Global Positioning System (GPS) data signal.
21. A vehicle according to any preceding claim wherein the system is configured to re-detect the presence of a known irregularity identified by its location in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, wherein the system is configured to re-determine the severity of a known irregularity and wherein the system is configured to categorise and to quantify the severity of the re-detected irregularity.
22. A vehicle according to claim 21 wherein the system is further configured to additionally store data relating to the ocation, the category and the severity of the irregularity at each detection thereof or wherein the system is further configured to overwrite previously stored data with newly acquired data or wherein the system is further configured to conduct a mathematical analysis of the previously stored severity and of the more recently acquired severity to determine a severity for the irregularity that should be stored by said means for storing data.
23. A vehicle according to any preceding claim wherein the system is configured to store data relating to the location, the category and the severity of the irregularity for use by a control module of the vehicle at a later time.
24. A vehicle according to claim 23 wherein said control module of the vehicle is configured to issue a warning when the vehicle re-approaches a stored location whereat an irregularity has been detected, categorised and/or quantified.
25. A vehicle according to claim 23 or 24 wherein said control module of the vehicle is configured to cause the vehicle to be prepared when the vehicle re-approaches a stored location whereat an irregularity has been detected, categorised and quantified in order to mitigate against the effects of the presence of that irregularity.
26. A vehicle according to claim 25 wherein the control module causes the vehicle to be prepared by automatically controlling the suspension system of the vehicle
27. A vehicle according to any preceding claim wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity in a locally accessed data storage means comprised within the vehicle and/or in a remotely accessed data storage means hosted externally of the vehicle.
28. A vehicle according to claim 27 wherein the system is configured to store said data in a remotely accessed data storage means and wherein said remotely accessed data storage means is a cloud.
29. A vehicle according to any preceding claim further comprising an imaging means having a field of view that encompasses a surface adjacent to and/or ahead of the vehicle and wherein the system is configured to reference image data acquired by the imaging means at a time frame in correspondence with the time of detection of the presence of an irregularity by said detector.
30. A vehicle according to claim 29 wheren the system is configured to reference image data acquired by the imaging means at a time frame in correspondence with the time of detection of the presence of an irregularity by said detector in order to identify a surface marking associated with purposeful irregularities in order to further confirm the detection of an irregularity.
31. A vehicle according to claim 29 or 30 wherein the system is configured to reference image data acquired by the imaging means at a time frame in correspondence with the time of detection of the presence of an irregularity by said detector in order to store a visual identification of a detected irregularity, in order that the detection of future irregularities can be further confirmed by observing the same visual identification in conjunction with detection of the presence of an irregularity by said detector.
32. A method of mapping irregularities in surfaces upon which vehicles are driven, the method comprising: (i) determining the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity; (H) determining the location of the irregularity; (Hi) determining the severity of the irregularity; (iv) categorising the irregularity; and/or (v) quantifying the severity of the irregularity; and (vi) storing data relating to the locaton, the category and/or the severity of the irregularity.
33. A remotely accessible data storage means comprising data relating to irregularities detected to be present in a road network, the data comprising, for each detected irregularity: a location at which the presence of an irregularity has been detected; a category of the detected irregularity; and/or a severity of the detected irregularity.
34. A remotely-accessible data storage means according to claim 33 wherein the data stored by the remotely accessible data storage means is collated by one or more systems present in vehicles according to any of claims 1 to 31.
35. A navigation system comprising, or having access to, data relating to a road network upon which a vehicle can be driven; the navigation system comprising, or having access to, data relating to the location, category and/or severity of irregularities detected to be present in said road network; and the navigation system being configured to determine one or more suggested routes in dependence upon a current location of a vehicle, in dependence upon a specified target location for the vehicle and in dependence upon the data relating to irregularities detected to be present in said road network.
36. A navigation system according to claim 35, wherein the system is further configured to determine one or more comfortable routes for a vehicle in dependence upon the density of detected irregularities and/or the severity of detected irregularities.
37. A navigation system according to claim 35 or 36 wherein said data relating to the location, category and/or severity of irregularities detected to be present in said road network is acquired by one or more sysTems comprised in one or more vehicles according to any of claims ito 31.
38. A navigation system according to claim 35, 36 or 37 wherein said data relating to the location, category and/or severity of irregularities detected to be present in said road network is acquired by the method of claim 32.
39. A navigation system according to any one of claims 35 to 38 wherein said data relating to the location, category and/or severity of irregularities detected to be present in said road network is stored in a remotely accessible data storage means according to either of claims 33 and 34.
40. A system for mapping irregularities in surfaces upon which a vehicle is driven, the system comprising: (i) a detector for detecting the presence of an irregularity in a surface upon which a vehicle is driven whilst the vehicle is driven over the irregularity, the detector being mountable to or for forming part of the vehicle; (H) a means for determining the location of the irregularity; (Hi) a means for determining the severity of the irregularity; (iv) a control unit; and (v) a data storage means comprised within and/or associated with the system, wherein the control unit is configured to categorise the irregularity and/or to quantify the severity of the irregularity and wherein the system is configured to store data relating to the location, the category and/or the severity of the irregularity.
41. A vehicle, system, method, navigation system or remotely accessible data storage means substantially as described herein with reference to and/or as illustrated by the accompanying Figures.