Vehicle safety guard system with height adjustment

Abstract

A safety guard (55) is attached to and extends downwardly from a body portion (7) of the vehicle (2) and is capable of pivoting relative to the body portion (7) against a biasing force when the safety guard (55) engages an animate or inanimate object. Additionally, the safety guard (55) is mounted for vertical movement relative to the vehicle body (7) and the supporting surface of the vehicle (2), the vertical movement being selectively effected by an operator of the vehicle (2) or automatically based on sensor inputs (380, 390) used to assess road conditions and / or vehicle operating conditions.

Description

[Technical field]

[0001] (CROSS REFERENCE TO RELATED APPLICATIONS)

[0001] This application claims priority to U.S. Provisional Patent Application No. 63 / 222,061, filed July 15, 2021, and entitled "Vehicle Safety Guard System with Height Adjustment," the entire contents of which are incorporated herein by reference.

[0002]

[0002] The present invention relates to the technical field of vehicle safety devices, and more particularly to a safety guard system mounted to and extending downwardly from one or more portions of a vehicle for engaging animate and inanimate objects to prevent the passage of the objects beneath the vehicle. Generally, the safety guard system includes a guard portion that not only deflects animate and inanimate objects away from the vehicle, but can also be selectively and / or automatically adjusted vertically relative to the body of the vehicle to accommodate, for example, variations in road hazards or even the vehicle support surface. [Background technology]

[0003]

[0003] For a variety of reasons, various transportation vehicles are designed with somewhat high ground clearances. For example, school and commuter buses, as well as personal recreational vehicles, may have high ground clearances associated with them. Unfortunately, there are inherent dangers associated with the operation of vehicles with high ground clearances that are not found in other vehicles with lower ground clearances. The most serious of these injuries are the result of a person slipping onto the road in front of the vehicle, leading to the vehicle running over the person. Additionally, inanimate objects may be unnecessarily run over and destroyed by such vehicles.

[0004] To address these concerns, it has been proposed in the art to mount safety guards directly in front of the wheels of a bus to establish a safety barrier between the wheels and an object. More specifically, as represented by U.S. Pat. Nos. 5,462,324 and 5,735,560, it is known to mount a safety barrier on the undercarriage structure of a vehicle such as a bus, which includes a lower edge that extends directly along the ground surface. The safety barrier is fixedly supported at various points, such as the axle, framework, and / or suspension structure. The safety barrier is angled such that if an object is encountered during motion of the bus, the safety barrier will eject the object from beneath the vehicle to a position out of the path of the vehicle wheels. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] U.S. Pat. No. 5,462,324 [Patent Document 2] U.S. Patent No. 5,735,560 Summary of the Invention [Problem to be solved by the invention]

[0006]

[0005] Notwithstanding the existence of vehicle safety guards, it is still seen that a need exists for a safety guard system that exhibits enhanced mounting and operation for guard protection purposes, thereby establishing a long-lasting, effective and potentially life-saving safety system for use on a wide variety of vehicles having somewhat higher ground clearances, and in particular that selectively and / or automatically accommodates variations in the supporting surface over which the vehicle travels. [Means for solving the problem]

[0007] The present invention is directed to providing a vehicle safety guard system mounted to and extending downwardly from a selected body portion of a vehicle, such as a high ground clearance school or commuter bus, or personal recreational vehicle, where the safety guard functions to prevent animate objects from going under the vehicle, while also being vertically adjustable to vary the distance between the safety guard and the support surface on which the vehicle travels. Generally, the safety guard functions to engage and deflect humans or other animate objects lying in the path of the vehicle, thereby preventing the humans or other animate objects from being run over by the vehicle. To this end, the safety guard extends downwardly from the body portion of the vehicle, such as below the front bumper and / or between the front and rear wheels along the side of the vehicle, to just above the vehicle support surface, for example, within about 3 inches (7.62 cm) or less from the support surface.

[0008]

[0007] In accordance with certain embodiments of the invention, the safety guard may be pivotally mounted to a vehicle body portion and extend downward therefrom to just above the vehicle support surface, so that in the event that the safety guard engages an extremely heavy or fixed object, such as a curb, the entire safety guard may pivot relative to the vehicle body generally about a first axis and against a biasing force, thereby avoiding undue damage to the safety guard. However, to preferably avoid engagement with such potentially damaging objects, it is paramount that the safety guard is mounted for vertical movement relative to the vehicle body and support surface. This vertical movement may be selectively performed by the vehicle operator or automatically based on signals from sensors used to assess road conditions.

[0009]

[0008] More specifically, the vertical adjustment can be performed either manually or automatically. In a manual adjustment, the vehicle operator can activate a series of actuators that are used to selectively move the safety guard up or down, for example, based on the operator simply viewing the upcoming road conditions or by reading or hearing an audible message of the upcoming road conditions from the sensing system. Alternatively, the sensing system can be part of an overall computerized monitoring system that functions to assess variations in the road in front of the vehicle, including loose debris or fixed objects, and automatically raise the safety guard as necessary to safely pass such objects, and then return the safety guard to its normal operating height.

[0010]

[0009] In this overall construction, a person who slips under the vehicle or into the path of the vehicle will engage the safety guard and be prevented from going completely under the vehicle. The safety guard may be pivotally mounted, but the guard will be biased against pivotal movement about a substantially horizontal axis, thereby establishing a damping effect that not only enhances safety for the person by providing some cushioning when / if the guard encounters a heavy or fixed object such as a curb, but also minimizes damage to the safety guard. In any event, the safety guard of the present invention can be moved vertically, either manually or automatically, to advantageously avoid any damaging object, fixed or otherwise.

[0011]

[0010] Additional objects, features and advantages of the present invention will become more readily apparent from the following detailed description of the preferred embodiments when taken in conjunction with the drawings, in which like reference numerals refer to corresponding parts throughout the several views. [Brief description of the drawings]

[0012] [Figure 1]

[0011] FIG. 1 is a perspective view of a commuter bus type vehicle equipped with a safety guard system according to an embodiment of the present invention. [Diagram 2]1 is a partial cross-sectional view of a vehicle side body portion showing an embodiment in which the safety guard is both pivotable and vertically movable. [Diagram 3]

[0013] FIG. 2 is a block diagram of a system for controlling vertical movement of a safety guard. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013]

[0014] Referring initially to FIG. 1, a vehicle 2, shown as a commuter bus, includes a body 7 having a front end 8 with a windshield 9, steerable front wheels, one of which is shown at 12 in a wheel well 13, and a front bumper 14. A forward-most side door 15 is shown disposed directly forward of the front wheels 12. The body 7 also includes a central section 17 and a rear end section 19. Supporting the rear end section 19 are a pair of rear wheel assemblies, one set of which is shown at 22 to include dual wheels 26 and 27 disposed in a wheel well 30 created in a side panel 33 of the vehicle body 7. Immediately forward of the rear wheel assemblies 22 along the side panel 33 is a rear-most side door 35. Also provided in the side panel 33 are various front and rear spaced apart windows 36 and 37 disposed vertically below a roof 38. In accordance with the present invention, the vehicle 2 includes one or more safety guards that are at least vertically adjustable. More specifically, in the exemplary embodiment depicted in FIG. 1 , a front safety guard 50 is shown secured to and extending downwardly from the front end 8 below the bumper 14, and at least one side safety guard 55 extends below the side panel 33 between the front wheels 12 and the rear wheels 22.

[0014]

[0015] The front safety guard 50 and side safety guard 55 of the present invention are also applicable to lower height buses, but are believed to be particularly advantageously employed in connection with vehicles having a significantly elevated undercarriage body portion, such as many school buses, commuter buses, cross-country buses, and recreational buses. In vehicles 2 with a somewhat higher ground clearance, the ground clearance of bumper 14 may even be up to 2 feet, while each of the safety guards 50 and 55 of the present invention reduces this distance to approximately 2 to 6 inches, and preferably to about 3 inches or less. In the most preferred embodiment, the safety guards 50 and 55 are preferably formed of a highly durable, impact-resistant urethane material that is wear-resistant, corrosion-resistant, smooth to the touch, and does not discolor, although other known materials, including plastic, rubber, and the like, can be used to create a physical barrier strong enough to prevent a child or adult from getting under the body 7 between the front wheels 12 or between the front wheels 12 and the rear wheels 22. Additionally, it would be possible to fabricate at least a portion of safety guard 50 or 55 from recycled tire rubber or fiberglass. To reduce the weight and thickness of safety guard 50 or 55, an inner wire mesh could be employed for internal strength without sacrificing overall effectiveness.

[0015]

[0016] In this regard, it should be appreciated that the safety guards 50 and 55 are mounted to and extend downwardly from different parts of the vehicle 2 in order to engage animate and inanimate objects to prevent them from passing underneath the vehicle 2. With this in mind, note how the front safety guard 50 is designed to extend along the front edge 8 below the bumper 14, but also wraps around to extend below the forward-most side door 15, essentially to the front of the wheel well 13. On the other hand, the safety guard 55 extends essentially entirely below the side panel 33 between the wheel well 13 of the front wheels 12 and the wheel well 30 of the rear wheels 22, respectively. Thus, between the safety guard 50 and the safety guard 55, the entire area across the front and sides of the vehicle 2 is protected. Anyway, for the purposes of the present invention, one or more of the safety guards 50 and 55 may be provided, and each guard 50, 55 may in fact be formed of one or more pieces. The particular mounting of safety guards 50 and / or 55 to body 7 may vary widely in accordance with the present invention, while certainly accommodating and preferably complying with the above-referenced vertical movement configurations. However, for purposes of describing the details of the present invention, reference will be made to the mounting and operation of parts of safety guard 55, it being understood that corresponding mountings and operations may be employed in connection with safety guard 50.

[0016]

[0017] 2, an elongated cross-sectional view taken along a portion of the central section 17 of the body 7 is provided to illustrate one preferred mounting arrangement for the safety guard 55 in relation to a complete understanding of the present invention. It should be noted that while both a combination of pivotal and vertically movable mounting arrangements are shown, pivotal movement is preferred but not required to be accommodated. In any event, the safety guard 55 essentially establishes a barrier in the form of a skirt extending between the front wheels 12 and the rear wheels 22, the safety guard 55 including an upper portion 105 that narrows or tapers to a lower portion 110. As indicated above, the safety guard 55 may be made of a variety of materials, but preferably a plastic or elastomeric material (most preferably urethane) is employed, which is preferably molded around an elongated internal support member 120, such as a metal bar. Fastened to the support member 120 are one or more front-to-rear or longitudinally extending first mounting parts 125, each of which takes the form of a plate or bracket through the use of fasteners, one of which is shown at 130 extending through the first mounting part 125 into the support member 120. The first mounting parts 125 interconnect via respective springs 150 to various longitudinally spaced second mounting parts, one of which is shown at 140 as a plate. With this mounting arrangement, in the event that the safety guard 55 strikes an immovable object such as a curb or speed bump, for example, the safety guard 55 can pivot laterally to the inside of the vehicle 2, as shown by arrow A in FIG. 2. However, the springs 150 are strong enough to withstand the forces associated with a person or animal before deflection.

[0017]

[0018] Of particular importance in the context of the present invention is the ability to move the safety guard 55 vertically, as indicated by arrow B in Figure 2. Although the overall assembly may be structured in a variety of ways, Figure 2 shows an arrangement in which each second mounting component 140 is connected to a frame member 175 of the vehicle body 7 via an actuator unit or assembly 200. In the illustrated embodiment, the actuator assembly 200 defines a linear actuator including a housing 220, which takes the form of a cylinder secured to the vehicle body 7 via upper and lower brackets 225 and 230, and which in this embodiment is shown bolted to the frame member 175. Indeed, various types of actuator assemblies may be employed, including electric motors, magnetic, servos, and the like. As shown, the actuator assembly 200 also includes a shaft or rod 240 having a first end 245 with a piston 262 that is movably mounted within the housing 220, and a second end 264 that extends through a bushing 270 and a frame member 175 and is then fixedly fastened to the second mounting component 140. Within the housing 220, between the piston 262 and the second mounting component 140, various bearing or guide sleeve units 275 and 276 are provided to support the shaft 240 for linear movement relative to the housing 220.

[0018]

[0019] Above the piston 262 in the upper chamber 280 of the housing 220 is a spring 285 which biases the piston 262 in a downward direction. The biasing force of the spring 285 is countered by an adjustable fluid pressure, which may be air pressure but is preferably hydraulic, in a lower chamber 290 of the housing 220. In this regard, it should be appreciated that in the fully raised operating position shown in Figure 2, the spring 285 tends to lower the shaft 240 and thus the safety guard 55. On the other hand, the fluid pressure in the lower chamber 290 compresses the spring 285 to position the safety guard 55 in the illustrated raised position. If it is desired to be able to lower the safety guard 55 to a more normal operating position, i.e., a position spaced from the ground or vehicle support surface by a distance less than the height of a standard curb 140 (curbs are typically approximately 4-6 inches or 10-15 cm high), essentially approximately 2-4 inches (preferably approximately 3 inches) above the support surface or road for the vehicle 2, this simply requires reducing the fluid pressure in the lower chamber 290. Given that the spring 285 is already compressed, the lowering of the safety guard 55 can be significantly accommodated by the spring 285 providing an operational shock absorbing function.

[0019]

[0020] In this mounting arrangement, the inclusion of a pivot connection allows the safety guard 55 to move inwardly relative to the vehicle body 7. More importantly according to the invention, the safety guard 55 can move vertically relative to the vehicle body 7. These movements can therefore be performed along a number of separate axes, either individually or in combination. It is worth mentioning that, according to a broader aspect of the invention, even though the pivoting movement can be optional, provisions can be made to prevent pivoting of the safety guard 55 in a clockwise direction beyond the operating position shown in FIG. 2. As shown, a spring 150 accomplishes this function, but a wide variety of other structures can be employed. For example, one or more additional linkages, clamps, brackets, etc. can be employed, or simply a stop member (not shown) or even a rope between the first mounting part 125 and the second mounting part 140 can be employed. In any case, it should be readily appreciated that different mounting arrangements can be employed while still accommodating the desired pivoting and vertical movements. Furthermore, although the housing 220 and shaft 240 are shown as cylindrical with a generally circular cross section, in practice these components may be polygonal in cross section while still accommodating the desired limited relative movement. Furthermore, different arrangements may be utilized to provide vertical movement, such as employing dual (upper and lower) fluid chambers for the actuator assembly 200 (with or without associated chamber springs) or reversing the configuration shown in FIG. 2 to include a spring 285 in the lower chamber 290 and adjustable fluid pressure in the upper chamber 280. Thus, what is simply important is that the safety guard 55 according to the present invention is capable of moving vertically as needed, particularly to avoid engaging contact with inanimate objects such as curbs or obstacles in the roadway. This vertical movement may be performed selectively by the operator of the vehicle 2 while viewing road conditions ahead of the traveling vehicle, and / or automatically based on sensory inputs as will now be described in detail with particular reference to FIG. 3.

[0020]

[0021] The system 350 for controlling the vertical height of the safety guard 55 includes a controller or CPU 360 on board the vehicle 2. The features performed by the controller 360 can be integrated into or linked to the main vehicle controller. In either case, the controller 360 is used to output control signals to each actuator assembly 200. The control signals can be established in a variety of ways. In the simplest electronic form, an input can be introduced at 370 by the vehicle operator to indicate a desire to raise or lower the safety guard 55, such as via a lever or button. For example, the operator can simply view the road ahead for the vehicle 2, either directly or from one or more camera monitors, and if an obstacle that could cause damage to the safety guard 55 is observed, the operator can raise the safety guard 55 via the input 370. After the obstacle has passed, either another input 370 or the discontinuation of the input 370 will cause the safety guard 55 to sit at its normal operating height. Alternatively, or as a user selectable option, height control can be performed automatically based on sensed conditions, for example based on signals from on-vehicle sensor inputs 380 and / or external sensor inputs 390.

[0021]

[0022] In relation to the on-board sensor inputs 380, the vehicle 2 may be equipped with a variety of sensors, including a series of cameras, optical lasers, sonar sensors, radar sensors, or any other known type of object / terrain sensor, and the controller 360 functions to automatically adjust the height of the safety guard 55 based on the received signals. In relation to the external sensor inputs 390, various control scenarios are possible that send signals remotely. For example, when a speed bump is installed on the road, a signal unit can also be installed to output a signal that is picked up as an external sensor input and used by the controller 360. The signal can also be sent based on satellite imagery, or even from an app that is fed with obstacle information provided by a separate mobile phone. Information about fixed obstacles can be stored in a database and accessed by the controller 360 based on the vehicle path taken. Such data can be stored in the controller 360 or available from signals received from a remote station. Also, position and speed data regarding the vehicle 2 can be logged or recorded so that the vertical movement of the safety guard 55 on future trips over the same road can be based on actions taken on previous journeys. The update instructions can preferably be updated by wireless transmission such as Wi-Fi, Bluetooth, NFC, RFID, satellite, etc., and remote elevation information and instructions can be provided by maps of local gradients or data collected about changing conditions.

[0022]

[0023] In addition to the output to the actuator unit 200, the controller 360 is also preferably linked to a warning system 400 that can signal changes in the operating state of the vehicle 2. For example, whenever the safety guard 55 is raised, pedestrians, cyclists, etc. in the close vicinity of the vehicle 2 can be warned. Such a warning can be considered equivalent to the illumination of a warning light, but audible and other visual signals can be provided. The warning (e.g., alarm sounds, notifications, announcements, etc.) can also be extended to the occupants, since an obstacle may alter the comfort of the ride and this can be easily forewarned. In this context, the controller 360 can also be linked at 410 to other vehicle control systems, such as, for example, airbags, adjustable suspension parts, tire pressure systems, etc., in order to essentially share data about road conditions. The warning system can also be based on images taken in the vicinity of the guard (i.e., one or more cameras of the vehicle or the guard). The signal is preferably transmitted to the operator's dashboard and also recorded for future use. Live video footage can also be made available to passengers for educational purposes related to the dangers associated with picking up and dropping off people. Video footage can also be used to monitor driver safety performance and capture various types of vehicle accidents.

[0023]

[0024] Based on the above, it should be readily apparent that the present invention establishes a physical barrier or guard, securely mounted to the undercarriage, body, framework, casement, etc., that closes a potentially dangerous gap from under the front bumper and / or rocker panel to the road surface to prevent pedestrians, cyclists, etc. from entering the vehicle's undercarriage to prevent injury or death caused by a person being run over by the front or rear wheels. Important to the present invention is that the guard can be moved vertically up and down by an operator while looking at the road conditions ahead and / or by sensors capturing information based on laser sensors, optical sensors, radar sensors, sonar sensors, and other monitoring arrangements that allow the road surface to be read for purposes of adjusting the height of the barrier. The sensors can also send feedback signals, e.g., via vibration, sound waves, etc., that are used to adjust the response of the height control system. Once the barrier is in position for safety, it will move inward upon impact of a curb or other immovable object, but will also move up and down primarily to maintain a constant ride height while preventing the barrier from hitting potentially damaging bumps in the road, so that a uniform level of protection can be maintained under the undercarriage. The safety guard ride height system can be self-contained in the vehicle or connected to a network cloud system that can be used together to provide computerized monitoring and reporting, and potentially also to make adjustments using artificial intelligence, machine learning, computer vision, etc. The system can also sense and report road conditions such as surface temperature, composition, and maintenance issues to appropriate city, state, or federal agencies for data collection and monitoring. The sensors of the barrier ride height sensor system can also provide feedback to the vehicle regarding suspension components such as airbags, shocks, springs, tire pressure, etc., as well as feedback on any sensed faults, failures, possible failures, or maintenance needs.For example, sensors built into the guard can be employed to automatically trigger a notification to the vehicle operator or other supervisory or public transportation authority that the guard needs to be replaced due to wear or damage. These or other sensors can also signal a collision of the guard with excessively potentially damaging objects, such as curbs, potholes, damaged roads, miscellaneous obstacles, etc. The severity of the collision, the guard impact location, and the travel area can be logged for further analysis. Indeed, if the safety guard needs to be moved for maintenance or other reasons, the controller can be instructed or overridden to pivot or rotate the guard to easily gain access underneath the vehicle.

[0024]

[0025] Although the present invention has been described with reference to preferred embodiments, it should be readily understood that various changes and / or modifications may be made thereto without departing from the spirit thereof. For example, the particular geometry of the guard and / or mounting structure, as well as the materials from which the guard and / or mounting structure are made, may vary. Indeed, the safety guard assembly of the present invention may be used in combination with other guard structures. Furthermore, the guard itself may include caution logos, particularly in reflective and / or fluorescent colors, or lighting devices for additional safety features. In fact, the guard may itself include lighting devices, such as perimeter patterns of lights projected from the guard onto roads, walkways, etc., to highlight potential dangers.

Claims

1. A vehicle comprising: a body having a front end portion and side panel portions; a pair of steerable front wheels spaced apart in a lateral direction of the body of the vehicle; at least one pair of laterally spaced rear wheels longitudinally spaced from the steerable front wheels; doors provided along at least one of the side panel portions; a safety guard extending downward from the body along one of the front end portion and at least one of the side panel portions for engaging an object to prevent living and non-living objects from going under the vehicle, the safety guard being pivotably attached to the body and separately vertically movable relative to the body; a system for moving the safety guard relative to the body, the system including a plurality of sensors and a controller for automatically moving the safety guard relative to the body based on one or more signals received from the plurality of sensors; A vehicle comprising the above.

2. The vehicle according to claim 1, wherein the safety guard is pivotably attached to the body for movement about a substantially horizontal axis such that at least a portion of the safety guard can pivot below the body during deflection when engaged.

3. The vehicle according to claim 2, further comprising at least one member for biasing the safety guard laterally outward relative to the body.

4. The vehicle according to claim 1, wherein the system further comprises a plurality of actuators acting between the body and the safety guard for vertically moving the safety guard relative to the body to vary a distance between the safety guard and a support surface for the vehicle.

5. The vehicle according to claim 4, wherein the plurality of actuators comprise one or more of a hydraulic actuator, an electric actuator, and a magnetic actuator.

6. The vehicle according to claim 4, wherein the system is configured to manually control the plurality of actuators to vertically move the safety guard relative to the body. **Claim 7**: The plurality of sensors are configured to monitor operating conditions of the vehicle, and the controller is configured to automatically move the safety guard vertically with respect to the body based on one or more signals received from at least one of the plurality of sensors. The vehicle according to claim 4. **Claim 8** The vehicle according to claim 1, wherein the plurality of sensors employ at least one of an optical sensor, a laser sensor, a sonar sensor, and a radar sensor. **Claim 9** The vehicle according to claim 7, wherein the system receives a signal from at least one of a bump signal generator, satellite imagery, stored road condition information, and data logged from previous travel across the road. **Claim 10** A warning system for sending a signal of safety guard engagement with a living or non-living object, further comprising a warning system that employs at least one of sending an audible signal and sending a visual signal. The vehicle according to claim 1. **Claim 11** A method of controlling a safety guard that extends downward from one of a front end portion of the body of the vehicle and at least one side panel portion, the vehicle having a pair of steerable front wheels spaced apart in a lateral direction of the body of the vehicle, at least one pair of laterally spaced rear wheels longitudinally spaced from the steerable front wheels, and a door provided along the at least one side panel, the method comprising: automatically moving the safety guard with respect to the body based on a signal received from one or more of a plurality of sensors configured to sense operating conditions of the vehicle; The method further comprises: pivoting the safety guard in relation to engagement with the object to prevent a living or non-living object from going under the vehicle; and separate from the pivoting, vertically moving the safety guard with respect to the body to change a distance between the safety guard and a support surface for the vehicle. A method comprising the above. **Claim 12** The method according to claim 11, wherein when engaged and deflected, the safety guard is pivoted downwardly of the body about a substantially horizontal axis. **Claim 13** The method according to claim 12, further comprising biasing the safety guard outwardly in a lateral direction with respect to the body. **Claim 14** The method according to claim 11, further comprising activating a plurality of actuators acting between the body and the safety guard so as to move the safety guard perpendicular to the body.

15. The method according to claim 14, wherein the safety guard is moved perpendicular to the body by activating one or more of a hydraulic pressure actuator, an electric actuator, and a magnetic actuator.

16. The method according to claim 14, wherein the plurality of actuators are manually activated to move the safety guard perpendicular to the body.

17. The method according to claim 14, wherein the plurality of actuators are automatically controlled to move the safety guard perpendicular to the body based on signals received from the plurality of sensors monitoring variations in the support surface on which the vehicle travels.

18. The method according to claim 11, wherein the signal is received from at least one of an optical sensor, a laser sensor, a sonar sensor, and a radar sensor.

19. The method according to claim 17, further comprising moving the safety guard perpendicular to the body based on a signal received from at least one of a bump signal generator, satellite imagery, stored road condition information, and data logged from previous travel across the support surface.

20. The method according to claim 11, further comprising operating a warning system that employs at least one of sending an audible signal and sending a visual signal to send a signal of safety guard engagement with a living or non-living object.

Images