Dynamic range of engagement for activating driver-initiated evasive steering maneuver

Abstract

A dynamic range of engagement is provided for activating a driver-initiated evasive steering maneuver. In an exemplary embodiment, a method and system are provided for completing an evasive steering maneuver for a vehicle around an object, including: detecting the object via a detection sensor of the vehicle; obtaining, via an input sensor of the vehicle, an input reflecting a driver's intent to initiate an evasive steering maneuver for the vehicle around the object; obtaining, via an additional sensor, additional sensor data relating to the operation of the vehicle and further relating to the roadway on which the vehicle is traveling; executing, via a processor of the vehicle, a plurality of evaluators for the vehicle using the additional sensor data, each of the plurality of evaluators relating to a different condition relating to evading the steering maneuver; and automatically and selectively completing the evasive steering maneuver based on the plurality of evaluators and the different conditions involved by the plurality of evaluators according to instructions provided by the processor.

Description

Technical Field

[0001] The technical field generally relates to platforms such as vehicles, and more specifically to methods and systems for enabling evasive steering maneuvers when requested by the vehicle's driver. Background Technology

[0002] Many vehicles today have some form of automatic steering capability. However, such technology may not always be optimal in certain situations, including for achieving evasive steering maneuvers initiated by the vehicle's driver.

[0003] Accordingly, it is desirable to provide improved methods and systems for achieving evasive steering maneuvers of a vehicle when initiated by the vehicle's driver. Summary of the Invention

[0004] According to an exemplary embodiment, a method for performing evasive steering maneuvers for a vehicle around an object is provided, the method comprising: detecting an object via one or more detection sensors of the vehicle; obtaining input via one or more input sensors of the vehicle reflecting a driver's intention to initiate evasive steering maneuvers for the vehicle around the object; obtaining additional sensor data via one or more additional sensors relating to the operation of the vehicle and further relating to a roadway on which the vehicle is traveling; executing, via a processor of the vehicle, a plurality of evaluators for the vehicle, each of the plurality of evaluators relating to different conditions related to the evasive steering maneuvers; and automatically and selectively performing evasive steering maneuvers based on the plurality of evaluators and the different conditions they relate to, according to instructions provided by the processor.

[0005] Furthermore, in an exemplary embodiment, the step of selectively performing evasive steering maneuvers includes: automatically and selectively performing evasive steering maneuvers based on instructions provided by the processor, multiple evaluators and the different conditions involved therein, through instructions provided by the processor implemented via the vehicle's steering system, drive system and braking system.

[0006] Furthermore, in an exemplary embodiment, the object includes one or more other vehicles adjacent to the vehicle.

[0007] Furthermore, in an exemplary embodiment, the object includes one or more vulnerable road users (VRUs), including one or more pedestrians, cyclists, or animals.

[0008] Furthermore, in an exemplary embodiment, the step of obtaining input reflecting the driver's intention to initiate evasive steering maneuvers around an object is achieved via one or more steering sensors of the vehicle, based on the driver's engagement of the vehicle's steering wheel.

[0009] Furthermore, in an exemplary embodiment, the step of obtaining input reflecting the driver's intention to initiate evasive steering maneuvers around an object is achieved via one or more cameras configured to capture images of one or more actions taken by the driver of the vehicle.

[0010] Furthermore, in an exemplary embodiment, the step of executing multiple evaluators includes executing each of the following evaluators via a processor: an overtaking window evaluator, a vehicle dynamics evaluator, and one or more additional evaluators; and the step of selectively performing evasive steering maneuvers includes selectively and automatically performing evasive steering maneuvers based on each of the overtaking window evaluator, the vehicle dynamics evaluator, and one or more additional evaluators, according to instructions provided by the processor.

[0011] Furthermore, in an exemplary embodiment, the step of executing multiple evaluators includes executing each of the following evaluators via a processor: an overtaking window evaluator; a vehicle dynamics evaluator; a lane topology evaluator; a vulnerable road user (VRU) evaluator; an on-time intent evaluator; and a scenario actor evaluator; and the step of selectively performing evasive steering maneuvers includes selectively and automatically performing evasive steering maneuvers based on each of the overtaking window evaluator, vehicle dynamics evaluator, lane topology evaluator, vulnerable road user (VRU) evaluator, on-time intent evaluator, and scenario actor evaluator, according to instructions provided by the processor.

[0012] Furthermore, in an exemplary embodiment, evasive steering maneuvers are automatically performed via instructions provided by the processor only if each of the overtaking window evaluator, vehicle dynamics evaluator, lane topology evaluator, vulnerable road user (VRU) evaluator, timely intent evaluator, and scenario actor evaluator is allowed to provide a pass instruction.

[0013] Furthermore, in an exemplary embodiment, the step of selectively performing evasive steering maneuvers includes, based on instructions provided by the processor, also selectively and automatically performing evasive steering maneuvers based on lane markings along the roadway, the lane markings including whether the lane markings provide permission to overtake on one or more adjacent lanes.

[0014] Furthermore, in an exemplary embodiment, the step of selectively performing evasive steering maneuvers includes, according to instructions provided by the processor, also selectively and automatically performing evasive steering maneuvers based on a time-to-contact (TTC) window between the vehicle and the detected object, the TTC window depending on the vehicle's speed and one or more potential contact warnings provided by one or more safety systems of the vehicle.

[0015] Furthermore, in an exemplary embodiment, the step of selectively performing evasive steering maneuvers includes, according to instructions provided by the processor, also based on an assessment of one or more lateral threats to the vehicle as it is about to perform evasive steering maneuvers, including whether any additional vehicles or other objects along their respective current trajectories would likely interfere with the evasive steering maneuvers intended for the vehicle.

[0016] Furthermore, in an exemplary embodiment, the step of selectively performing evasive steering maneuvers includes selectively and automatically performing evasive steering maneuvers based on instructions provided by the processor and also based on: the total required lateral acceleration of the vehicle, which is calculated by the processor as the sum of the evasive lateral acceleration required for the object to be avoided and the lane-keeping lateral acceleration required to keep the vehicle in the intended driving lane; and the peak steering torque required to perform the evasive steering maneuvers, which is calculated by the processor based on both the total required lateral acceleration and the de-boost curve of the electric power steering system for the vehicle.

[0017] Furthermore, in an exemplary embodiment, the step of selectively performing evasive steering maneuvers includes selectively and automatically performing evasive steering maneuvers based on instructions provided by the processor and execution of a vulnerable road user (VRU) evaluator, including by performing the following operations via the processor: calculating an estimated path of the vehicle; drawing a tangent line tangent to the estimated path of the vehicle; determining the estimated path error of the vehicle; calculating the distance from the vulnerable road user to the tangent line via the processor; and participating in evasive steering maneuvers only if and only if the distance from the vulnerable road user to the tangent line is less than the estimated path error of the vehicle.

[0018] In another exemplary embodiment, a system is provided for performing evasive steering maneuvers for a vehicle around an object, the system comprising: one or more detection sensors of the vehicle configured to detect the object; one or more input sensors configured to acquire input reflecting a driver's intention to initiate evasive steering maneuvers for the vehicle around the object; one or more additional sensors configured to acquire additional sensor data relating to the operation of the vehicle and further relating to a roadway on which the vehicle is traveling; and a processor coupled to the one or more detection sensors, the one or more input sensors, and the one or more additional sensors, the processor being configured to at least facilitate: using the additional sensor data to execute a plurality of evaluators for the vehicle, each of the plurality of evaluators relating to different conditions related to evasive steering maneuvers; and automatically and selectively performing evasive steering maneuvers based on the plurality of evaluators and the different conditions they relate to, according to instructions provided by the processor.

[0019] Furthermore, in an exemplary embodiment, the processor is also configured to at least facilitate: executing a plurality of evaluators by executing each of the following evaluators: an overtaking window evaluator, a vehicle dynamics evaluator, and one or more additional evaluators; and selectively and automatically performing evasive steering maneuvers based on each of the overtaking window evaluator, the vehicle dynamics evaluator, and one or more additional evaluators, according to instructions provided by the processor.

[0020] Furthermore, in an exemplary embodiment, the processor is also configured to at least facilitate the execution of a plurality of evaluators by executing each of the following evaluators: an overtaking window evaluator; a vehicle dynamics evaluator; a lane topology evaluator; a vulnerable road user (VRU) evaluator; an on-time intent evaluator; and a scenario actor evaluator; and to selectively and automatically perform evasive steering maneuvers based on each of the overtaking window evaluator, vehicle dynamics evaluator, lane topology evaluator, vulnerable road user (VRU) evaluator, on-time intent evaluator, and scenario actor evaluator, according to instructions provided by the processor.

[0021] Furthermore, in an exemplary embodiment, the processor is also configured to at least facilitate: selectively and automatically performing evasive steering maneuvers based on instructions provided by the processor, and also based on: the total required lateral acceleration of the vehicle, which is calculated by the processor as the sum of the evasive lateral acceleration required to avoid the object and the lane-keeping lateral acceleration required to keep the vehicle in the intended driving lane; and the peak steering torque required to perform the evasive steering maneuvers, which is calculated by the processor based on both the total required lateral acceleration and the deboost curve of the electric power steering system for the vehicle.

[0022] Furthermore, in an exemplary embodiment, the processor is also configured to at least facilitate: selectively and automatically performing evasive steering maneuvers based on the execution of a Vulnerable Road User (VRU) evaluator, according to instructions provided by the processor, including by performing the following operations: calculating an estimated path of the vehicle; drawing a tangent line tangent to the estimated path of the vehicle; determining the estimated path error of the vehicle; calculating the distance from the VRU to the tangent line via the processor; and participating in the evasive steering maneuver only if and only if the distance from the VRU to the tangent line is less than the estimated path error of the vehicle.

[0023] In another exemplary embodiment, a vehicle is provided, the vehicle including: a steering system; a drive system; a braking system; one or more detection sensors configured to detect objects adjacent to the vehicle; one or more input sensors configured to obtain input reflecting a driver's intention to initiate evasive steering maneuvers for the vehicle around an object; one or more additional sensors configured to obtain additional sensor data relating to the operation of the vehicle and further relating to a roadway on which the vehicle is traveling; and a processor coupled to the one or more detection sensors, the one or more input sensors, the one or more additional sensors, the steering system, the drive system, and the braking system, the processor being configured to at least facilitate: using the additional sensor data to execute a plurality of evaluators for the vehicle, each of the plurality of evaluators relating to different conditions related to evasive steering maneuvers; and automatically and selectively performing evasive steering maneuvers based on the plurality of evaluators and the different conditions they relate to, according to instructions provided by the processor and executed by the steering system, the drive system, and the braking system. Attached Figure Description

[0024] The present disclosure will be described below with reference to the following figures, wherein the same numerals denote the same elements, and wherein:

[0025] Figure 1 This is a functional block diagram of a vehicle according to an exemplary embodiment, the vehicle including a control system for implementing evasive steering maneuvers initiated by the driver of the vehicle;

[0026] Figure 2 This is a flowchart illustrating a process for implementing evasive steering maneuvers initiated by the driver of a vehicle, according to an exemplary embodiment, and the process may be combined with... Figure 1 This is achieved through the vehicle (including its control system); and

[0027] Figures 3-11 Depicting according to exemplary embodiments Figure 2 An exemplary illustration of how the process is implemented. Detailed Implementation

[0028] The following detailed description is merely exemplary in nature and is not intended to limit this disclosure or its application and use. Furthermore, it is not intended to be bound by the foregoing background information or any theories set forth in the following detailed description.

[0029] Figure 1 The figure illustrates a vehicle 100 according to an exemplary embodiment. As described in further detail below, according to an exemplary embodiment, the vehicle 100 includes a control system 102 for implementing evasive steering maneuvers initiated by the driver of the vehicle, and other components. (The following is a continuation of the previous paragraph...) Figure 1 as well as Figure 2 Process 200 and Figures 3-11 The implementation is described in further detail. In various embodiments, the control system 102 utilizes various vehicle evaluators and vehicle sensor data to selectively automate evasive steering maneuvers initiated by the vehicle's driver.

[0030] In various embodiments, vehicle 100 includes automobiles, such as any of several different types of automobiles, such as, for example, sedans, vans, trucks, sport utility vehicles (SUVs), etc. In some embodiments, vehicle 100 may also include motorcycles or other vehicles, such as aircraft, spacecraft, ships, etc., and / or one or more other types of mobile platforms (e.g., robots and / or another mobile platform).

[0031] According to exemplary embodiments, vehicle 100 also refers to the “main vehicle” as referenced herein (including the specification and claims). Furthermore, according to exemplary embodiments, the terms “pass” (e.g., in a pass action, pass maneuver, etc.), “overtake” (e.g., in an action or maneuver to overtake another vehicle), and similar terms refer to actions (i.e., maneuvers) in which vehicle 100 will pass and overtake another vehicle detected along the same lane as vehicle 100, and include evasive steering maneuvers, wherein the driver initiates the action (e.g., by engaging the steering wheel 109 of vehicle 100), and the control system 102 completes the action by performing an evasive steering maneuver (including by: initially changing lanes and then passing the other vehicle to overtake it). In some embodiments, vehicle 100 may then eventually return to the same lane as before at a position ahead of the other vehicle, and / or take one or more control actions.

[0032] In the depicted embodiment, vehicle 100 includes a body 104 disposed on a chassis 116. The body 104 substantially surrounds the other components of vehicle 100. The body 104 and chassis 116 may collectively form a frame. Vehicle 100 also includes a plurality of wheels 112. Each wheel 112 is rotatably coupled to chassis 116 near a corresponding corner of body 104 to facilitate movement of vehicle 100. In one embodiment, vehicle 100 includes four wheels 112, although this may vary in other embodiments (e.g., for trucks, motorcycles, and certain other vehicles).

[0033] The drive system 110 is mounted on the chassis 116 and drives the wheels 112, for example, via axle 114. In some embodiments, the drive system 110 includes a propulsion system having a motor 113 (e.g., in various embodiments, it includes one or more internal combustion engines, electric motors, etc.).

[0034] like Figure 1As depicted, in various embodiments, the vehicle also includes a braking system 106 and a steering system 108. In exemplary embodiments, the braking system 106 uses braking components to control the braking of the vehicle 100, which in some cases are controlled via input provided by the driver (e.g., via brake pedal 107) and in some cases are controlled via a control system (including control system 102).

[0035] Furthermore, in an exemplary embodiment, the steering system 108 controls the steering of the vehicle 100 via a steering component, which in some cases is controlled via input provided by the driver (e.g., via the steering wheel 109), and in other cases is automatically controlled via a control system (including control system 102).

[0036] exist Figure 1 In the depicted embodiments, the control system 102 is coupled to the braking system 106, the steering system 108, and the drive system 110, and controls their operation and function. Furthermore, in various embodiments, according to... Figure 2 The process described 200 and Figures 3-11 As described below in further detail, the control system 102 provides for the implementation of evasive steering maneuvers initiated by the driver of the vehicle 100.

[0037] In addition, such as Figure 1 As depicted, in various embodiments, the control system 102 includes a sensor array 120, a display 130, and a controller 140, which are described in more detail below.

[0038] In various embodiments, sensor array 120 includes various sensors that acquire sensor data about an input, which, in an exemplary embodiment, is used by control system 102 to implement evasive steering maneuvers initiated by the driver of vehicle 100. In the depicted embodiments, sensor array 120 includes one or more steering sensors 122, detection sensors 124, a camera 126, a speed sensor 127, and an accelerometer 128. In some embodiments, sensor array 120 may also include one or more other sensors 129 (e.g., for receiving other inputs and / or acquiring various operating parameters, environmental conditions, etc.).

[0039] In various embodiments, the steering sensor 122 detects the driver's engagement of the steering wheel 109, and includes the driver's intention to steer the vehicle 100 (including during evasive steering maneuvers as described herein). In some embodiments, the steering sensor 122 may be part of and / or coupled to one or more components of the steering system 108, such as its steering wheel 109 (and / or, in some embodiments, the steering column of the steering system 108, etc.). In some embodiments, the steering sensor 122 may be considered an input sensor for obtaining such driver intention to evade steering maneuvers. In some embodiments, such driver intention may also be obtained from one or more other input sensors (e.g., upon detecting a driver's voice command and / or other commands, and / or via one of the cameras 126 mentioned below, etc.).

[0040] In various embodiments, the detection sensor 124 detects other vehicles and / or other objects adjacent to vehicle 100. In some embodiments, the detection sensor 124 includes one or more lidar, radar, sonar, and / or other detection sensors.

[0041] Furthermore, in various embodiments, camera 126 is configured to acquire visual input regarding the roadway on which vehicle 100 is traveling, including other vehicles and other objects adjacent to vehicle 100. In some embodiments, camera 126 also acquires information about the driver of vehicle 100, including the gestures and / or other movements of the driver's hands or fingers (e.g., to acquire information about the driver's intentions, including, in some embodiments, steering maneuvers). In some embodiments, camera 126 may be part of and / or coupled to one or more of detection sensors 124.

[0042] In various embodiments, speed sensor 127 measures the speed of vehicle 100. In some embodiments, speed sensor 127 includes one or more wheel speed sensors that are part of or coupled to one or more of wheels 112.

[0043] In various embodiments, accelerometer 128 measures the acceleration of vehicle 100.

[0044] In various embodiments, each sensor of the sensor array 120 is disposed within or on the vehicle 100, such as on the body 104 and / or on one or more of its other components.

[0045] In various embodiments, the display 130 provides information to the driver, including information about the implementation of evasive steering maneuvers by the control system 102 of the vehicle 100. Figure 1As depicted, in some embodiments, in addition to the visual (or video) component 134 (including one or more displays), the display 130 also includes an audio component 132 (including one or more speakers). In some embodiments, the display 130 may also include a display screen, or a head-up display, or a projector that projects images onto an object, and other possibilities, and / or in other embodiments, light or light around a button, knob, or other input device, such as light that controls the button, knob, or other input device by flashing, rotating, and / or indicating to the user which button; and / or one or more other types of means for providing indications (such as one or more tactile indications (e.g., rotating a steering wheel), and / or flashing light and / or buttons), etc.

[0046] In various embodiments, in addition to the braking system 106, steering system 108, and drive system 110, controller 140 is also coupled to sensor array 120 and display 130. Furthermore, in various embodiments, controller 140 receives sensor data from sensor array 120, interprets and processes the sensor data, provides instructions to braking system 106, steering system 108, and drive system 110, as determined using the sensor data, for implementing evasive steering maneuvers initiated by the driver of vehicle 100, and also provides instructions for display 130 to provide notification during such events. In various embodiments, controller 140 may also be coupled to and control the operation of various other vehicle components (e.g., including navigation systems and other components not depicted).

[0047] In various embodiments, the controller 140 is based on... Figure 2 The process described in the text and further described in more detail below consists of 200 steps and is further combined with Figures 3-11 The implementation method (also described in more detail below) is used to provide these functionalities.

[0048] like Figure 1 As depicted, in various embodiments, controller 140 includes a computer system (also referred to herein as computer system 140) and includes processor 142, memory 144, interface 146, storage device 148, and computer bus 150.

[0049] Processor 142 performs the computational and control functions of controller 140 and may include any type of processor or multiple processors, a single integrated circuit such as a microprocessor, or any suitable number of integrated circuit devices and / or circuit boards that work together to perform the functions of the processing unit. During operation, processor 142 executes one or more programs 152 contained in memory 144 and thus controls the general operation of controller 140 and the computer system of controller 140, typically by performing the processes described herein (such as...). Figure 2 Process 200 and Figures 3-11 When implementing (the way), and as described further below.

[0050] Memory 144 can be any suitable type of memory, including various types of nontransitory computer-readable storage media. In some examples, memory 144 is located on and / or co-located with processor 142 on the same computer chip. In the depicted embodiment, memory 144 stores the aforementioned program 152 and stored values ​​157 (e.g., lookup tables, thresholds, and / or other values ​​related to process 200).

[0051] Interface 146 allows communication, for example, from a system drive and / or another computer system to the computer system of controller 140, and can be implemented using any suitable methods and means. In one embodiment, interface 146 obtains various data from sensor array 120 and other possible data sources. Interface 146 may include one or more network interfaces for communicating with other systems or components. Interface 146 may also include one or more network interfaces for communicating with technicians, and / or one or more storage interfaces for connecting to storage devices (such as storage device 148).

[0052] Storage device 148 can be any suitable type of storage device, including various types of direct access storage and / or other memory devices. In one exemplary embodiment, storage device 148 includes a program product from which memory 144 can receive program 152, which performs one or more embodiments of one or more processes of this disclosure, such as Figure 2 The process involves 200 steps and Figures 3-11 The implementation method is as described below in conjunction with it. In another exemplary embodiment, the program product may be stored directly in memory 144 and / or disk (e.g., disk 156) and / or otherwise accessed by memory 144 and / or disk, as referenced below.

[0053] Bus 150 is used to transmit programs, data, status, and other information or signals between various components of the computer system of controller 140. Bus 150 can be any suitable physical or logical device for connecting the computer system and components. This includes, but is not limited to, direct hardwired connections, fiber optic, infrared, and wireless bus technologies. During operation, program 152 is stored in memory 144 and executed by processor 142.

[0054] It will be understood that although this exemplary embodiment is described in the context of a full-featured computer system, those skilled in the art will recognize that the mechanisms of this disclosure can be distributed as a program product using one or more types of nontransitory computer-readable signal-bearing media used to store a program and its instructions and to perform its distribution, such as a nontransitory computer-readable medium carrying a program and containing computer instructions stored therein for causing a computer processor (such as processor 142) to execute and run the program.

[0055] Figure 2 This is a flowchart illustrating a process 200 for implementing an evasive steering maneuver initiated by the driver of a vehicle, according to an exemplary embodiment. In various embodiments, process 200 may be combined with... Figure 1 This is achieved through the vehicle 100 (including its control system 102). The following will also refer to... Figures 3-11 Further description of process 200, Figures 3-11 An exemplary diagram depicts certain steps of process 200.

[0056] like Figure 2 As depicted, in various embodiments, process 200 begins at 202. In some embodiments, process 200 begins when vehicle 100 is driven by a driver during current vehicle driving. In various embodiments, the steps of process 200 continue throughout the entire duration of vehicle driving, preferably continuously.

[0057] In various embodiments, sensor data is acquired (step 204). Specifically, in some embodiments, the sensor data is obtained from... Figure 1 Each of the sensors in the sensor array 120 acquires user input regarding the steering of the vehicle 100 from the driver of the vehicle 100 and any request or initiation of evasive steering maneuvers (via steering sensor 122 and / or camera 126), as well as operating parameters of the vehicle 100, including its speed and acceleration (via speed sensor 127 and accelerometer 128, respectively), and detection and information relating to one or more other vehicles or other objects adjacent to the vehicle 100 (via detection sensor 124 and / or camera 126), as well as information on traffic and conditions of the roadway, and so on.

[0058] In various embodiments, an overtaking window evaluator is allowed to be implemented (step 206). In various embodiments, when determining an acceptable time and / or distance window for vehicle 100 (i.e., the master vehicle) to overtake one or more other vehicles in the carriageway in which vehicle 100 is traveling, Figure 1Processor 142 uses the sensor data from step 204 to implement a permitted overtaking window estimator. In various embodiments, the permitted overtaking window estimator determines a permitted time of contact (TTC) window in which vehicle 100 can safely overtake detected other vehicles(s) without contacting them. In various embodiments, via the permitted overtaking window estimator, processor 142 also determines, based on the sensor data, whether vehicle 100 is currently within the permitted overtaking window.

[0059] Furthermore, in various embodiments, a master vehicle dynamics evaluator is implemented (step 208). In various embodiments, the speed and acceleration (including lateral acceleration) of vehicle 100 are determined (i.e., using data from...). Figure 1 When the sensor data of speed sensor 127 and accelerometer 128 are received, Figure 1 The processor 142 uses the sensor data from step 204 to implement the master vehicle dynamics evaluator. In various embodiments, the processor 142 implements the master vehicle dynamics sensor in step 208 to determine whether vehicle 100 is in position to generate a speed and acceleration sufficient to successfully overtake other detected vehicles 100. In some embodiments, these determinations are based not only on the speed and lateral acceleration of vehicle 100, but also on the speed and / or acceleration of other detected vehicles, and the lane curvature of the roadway (e.g., based on sensor data from detection sensor 124 and / or camera 126, etc.).

[0060] Furthermore, in various embodiments, such as Figure 2 Referring to the combination step (or sequence of steps) 210, additional evaluators are also implemented. Specifically, in various embodiments, the following additional evaluators are implemented during combination step 210: a lane topology evaluator (step 212); a vulnerable road user (VRU) evaluator (step 214); a timely intent evaluator (step 216); and a scenario actor evaluator (step 218). In various embodiments, each of these additional evaluators is implemented via... Figure 1 The processor 142 uses sensor data (e.g., in step 204) to achieve this.

[0061] In various embodiments, the lane topology estimator in step 212 analyzes the topology and characteristics of the roadway in which vehicle 100 is traveling. In some embodiments, the lane topology estimator analyzes the road surface, including conditions that will affect its coefficient of friction. For example, in various embodiments, the coefficient of friction is estimated based on the roadway surface material (e.g., asphalt, gravel, soil, etc.) and weather and other environmental conditions (e.g., rain, sleet, snow, etc.). In some embodiments, the curvature, slope, speed limit, and / or other characteristics of the roadway may also be considered.

[0062] In various embodiments, the VRU evaluator in step 214 analyzes any pedestrians, cyclists, animals, and / or other potentially vulnerable users of the roadway (e.g., who may be walking along and / or crossing the roadway). In some embodiments, the VRU evaluator analyzes sensor data to help ensure that such vulnerable users are not touched and / or otherwise affected by vehicle 100 when vehicle 100 overtakes other detected vehicles in an evasive maneuver.

[0063] In various embodiments, the timely intent evaluator in step 216 analyzes the timeliness of the driver's intent to overtake detected other vehicles. In various embodiments, the timely intent evaluator uses sensor data to determine whether the timing of the driver's intent to overtake other vehicles is aligned with the allowable overtaking window in step 206 (i.e., so that the intent does not come too early or too late to successfully complete the intended overtaking maneuver).

[0064] In various embodiments, the scene motion estimator analysis in step 218 analyzes the actions of one or more actors on or near the roadway that may affect the desired steering maneuver. For example, in various embodiments, actors may include another vehicle to be overtaken, as well as any other nearby vehicles, pedestrians, cyclists, animals, etc.

[0065] In various embodiments, as part of the combined step 210 mentioned above, processor 142 determines whether each of the evaluators in steps 206, 208, 212, 214, 216, and 218 has resulted in a pass condition or a failure condition. Specifically, in an exemplary embodiment, a pass condition for a particular evaluator means that the conditions analyzed in that particular evaluator contribute to the successful evasive maneuvering of vehicle 100 around another detected vehicle. Conversely, also in an exemplary embodiment, a failure condition for a particular evaluator means that the conditions analyzed in that particular evaluator do not contribute to the successful evasive maneuvering of vehicle 100 around another detected vehicle.

[0066] In various embodiments, if it is determined that each of the evaluators in steps 206, 208, 212, 214, 216, and 218 has resulted in a pass condition, then at step 220, the desired evasion maneuver is determined to be achieved. In various embodiments, this determination is made by... Figure 1The processor 142 makes the decision. Furthermore, in various embodiments, the processor 142 thus implements the overtaking avoidance maneuver (step 222), including by providing instructions to the steering system 108, drive system 110, and braking system 106, which execute the instructions to complete the desired overtaking avoidance maneuver. In various embodiments, as discussed above, the overtaking avoidance maneuver includes the vehicle 100 using another lane to overtake and catch up with other detected vehicles. In some embodiments, the vehicle 100 may then eventually return to the same lane as before at a position ahead of the other vehicle, and / or take one or more control actions. Furthermore, as mentioned above, in various embodiments, the overtaking avoidance maneuver is initiated or otherwise provided by the driver indicating an intention to perform the overtaking avoidance maneuver (e.g., via the driver's...). Figure 1 Following the engagement of the steering wheel 109, and further assuming that each of the evaluators in steps 206, 208, 212, 214, 216, and 218 represents the condition being met. In various embodiments, the process then terminates at step 227.

[0067] Conversely, in various embodiments, if it is alternatively determined that one or more of 206, 208, 212, 214, 216, and 218 have resulted in a failure condition, then at step 224 it is determined that the desired evasion overtake maneuver will not be achieved. In various embodiments, this determination is made by... Figure 1 This is done by processor 142. In various embodiments, the process then terminates at step 227 described above.

[0068] As mentioned above, Figures 3-11 Depicting Figure 2 Various implementations of the process 200. Specifically, in various embodiments, Figures 3-11 Depicting Figure 2 Various implementations and functions of various evaluators, as well as various other features of process 200.

[0069] First refer to Figure 3 According to an exemplary embodiment, a method is provided that is compatible with... Figure 2 The illustration 300 related to the timely intent evaluator in step 216. (See diagram 300.) Figure 3 As shown, in an exemplary embodiment, vehicle 100 is depicted as traveling along lane 302 of a roadway, where other vehicles 304 are also detected traveling in the same lane. In some embodiments, an alert 305 is provided, such as a forward contact warning (FCA) regarding potential contact with other vehicles 304 (e.g., when vehicle 100 is on a current path where contact with other vehicles 304 would result if steering and / or other changes were not made in a timely manner). In some embodiments, this is provided via control system 102, for example, as part of a safety function of vehicle 100.

[0070] In addition, such as Figure 3 As depicted, in various embodiments, the driver initiates steering of vehicle 100 at 306, and shortly thereafter at 308, the driver's intention to manipulate the steering is detected (using sensor data from sensor array 120 via control system 102). Furthermore, in various embodiments, the driver's steering input results in a new vehicle trajectory 310. In various embodiments, the new vehicle trajectory 310 can cause vehicle 100 to no longer be on a trajectory that would result in contact with other vehicles 304.

[0071] Continue to refer to Figure 3 In various embodiments, dynamic sensor data regarding detected other vehicles 304 is initially classified as a forward threat (e.g., when alarm 305 is detected), and is subsequently continuously transmitted to the evaluator even as vehicle 100 moves along a modified trajectory 310 that may no longer be on a path to contact other vehicles 304 due to driver steering input. In various embodiments, this helps to ensure that via Figure 1 The control system 102 provides instructions to successfully complete the evasive steering maneuver. Additionally, in various embodiments, information regarding potential forward and side threats is continuously updated and utilized in conjunction with each other to further assist in completing the evasive steering maneuver and avoiding contact with any nearby other vehicles, vulnerable road users, or other objects.

[0072] refer to Figure 4 According to an exemplary embodiment, further [connections / measures] are provided. Figure 2 The flowchart 400 related to the timely intent evaluator in step 216. (See also...) Figure 4 As depicted, in an exemplary embodiment, when the timely intent evaluator is implemented, vehicle 100 transitions between the following states: (i) idle state 402 (e.g., where vehicle 100 operates normally without detecting a threat); (ii) standby state 404 (e.g., where control system 102 is preparing possible steering maneuvers in response to a detected threat); (iii) path planning state 406 (e.g., where control system 102 is planning a movement path for vehicle 100 to successfully overtake the detected threat via evasive steering maneuvers); and (iv) engagement state 408 (e.g., where control system 102 implements evasive steering maneuvers). In various embodiments, vehicle 100 according to Figure 1 The instructions and decisions made by the processor 142 move between various states 402-408.

[0073] like Figure 4As depicted, in various embodiments, when a confirmed threat ahead is detected at 410 (e.g., when another vehicle that may be touched by vehicle 100 under the current conditions and state is detected ahead of vehicle 100), vehicle 100 moves from idle state 402 to standby state 404.

[0074] Furthermore, in various embodiments, when a threat is cleared at 414 (e.g., when: (A) the threat is cleared, combined with the threat remaining cleared for a predetermined amount of time; or (B) a lane drivability threat check fails, including when an overtaking lane that should be used to overtake other vehicles is unavailable, such as when the overtaking lane is closed or occupied by one or more other vehicles and / or vulnerable road users or objects), vehicle 100 returns from standby state 404 to idle state 402.

[0075] Continue to refer to Figure 4 In various embodiments, when a driver's evasive intention is detected at 416, vehicle 100 moves from standby state 404 to path planning state 406. In various embodiments, this occurs when the driver indicates such an intention by initiating a turn via steering wheel 109 of vehicle 100. In some embodiments, vehicle 100 moves to path planning state 406 only under the further condition that any lateral threat has been cleared (e.g., in the overtaking lane), and further assuming that the overtaking lane is available and suitable for vehicle 100 to drive (e.g., allowing vehicle 100 to successfully utilize the overtaking lane to overtake detected other vehicles). Conversely, in various embodiments, vehicle 100 does not move to path planning state 406 if a lateral threat is detected, or if the overtaking lane is unavailable, or both.

[0076] like Figure 4 As depicted, according to an exemplary embodiment, when vehicle 100 is in path planning state 406 and control system 102 finds a path at 418 that successfully achieves evasive steering maneuvering, vehicle 100 moves to engagement state 408, where evasive steering maneuvering is performed via instructions provided by control system 102. Furthermore, in various embodiments, once evasive steering maneuvering is completed at 420, the vehicle returns to the path as described above. Figure 4 The idle state shown is 402.

[0077] Conversely, the same as Figure 4 As depicted, according to an exemplary embodiment, when vehicle 100 is in path planning state 406 and control system 102 does not find a path at 417 for successfully performing the desired turning maneuver, then as Figure 4 As shown, vehicle 100 moves directly from path planning state 406 to idle state 402 (e.g., without completing evasive steering maneuvers).

[0078] refer to Figure 5 According to an exemplary embodiment, a method is provided that is compatible with... Figure 2 The illustration 500 related to step 206, which allows the catch-up window evaluator, is shown below. Figure 5 As depicted in the exemplary embodiment, when vehicle 100 approaches other vehicles 304 in the same lane 302, a TTC window 506 is allowed to be determined, and as shown, its span is between a maximum TTC 502 and a minimum TTC 504. In various embodiments: (i) the maximum TTC 502 refers to the maximum feasible amount of time under current operating conditions during which vehicle 100 is expected to contact other vehicles 304; and (ii) the minimum TTC 504 refers to the minimum feasible amount of time under current operating conditions during which vehicle 100 is expected to contact other vehicles 304.

[0079] Continue to refer to Figure 5 In various embodiments, the TTC window 506 is allowed to include a time window in which evasive steering can be successfully performed, provided that various other required conditions are met (e.g., the overtaking lane is open, etc.). In various embodiments, the TTC window 506 is allowed to be affected by both the coefficient of friction of the roadway and the current percentage of overlap between vehicle 100 and other vehicles 304 (e.g., when vehicle 100 is currently beginning to overtake other vehicles 304 due to driver steering input).

[0080] For example, in some embodiments, a relatively small coefficient of friction will allow for a larger maximum TTC 502 and a smaller TTC 504, thus shifting the TTC window 506 to the left. Conversely, also in some embodiments, a relatively large coefficient of friction may have the opposite effect, and so on.

[0081] Furthermore, in some embodiments, when the lateral overlap between vehicle 100 and other vehicles 304 is relatively small, the minimum TTC 504 is reduced, thereby allowing the driver to engage steering intentions relatively closer to the detected vehicle 304. Conversely, also in some embodiments, when the lateral overlap between vehicle 100 and other vehicles 304 is relatively large, the minimum TTC 504 is increased, thereby requiring the driver to engage steering intentions relatively far from the detected vehicle 304 (i.e., requiring the driver's intention to occur relatively earlier in time).

[0082] refer to Figure 6 According to an exemplary embodiment, a method is provided that has information about Figure 5 Illustration 600 shows additional details of the TTC window 506. Specifically, according to an exemplary embodiment, Figure 6Figure 600 depicts both a high-speed TTC window 610 and a low-speed TTC window 612. In various embodiments, the high-speed TTC window 610 is used when the vehicle 100 is traveling at a speed greater than a predetermined speed threshold, while the low-speed TTC window 612 is used when the vehicle 100 is traveling at a speed less than or equal to the predetermined speed threshold. In one exemplary embodiment, the predetermined speed threshold is approximately twenty miles per hour; however, this may vary in other embodiments.

[0083] Further reference Figure 6 In various embodiments, a forward contact warning (FWC) 602 and / or a contact approach braking warning (CIB) 604, and an emergency panic braking warning 608 are provided (e.g., as provided via control system 102 and / or one or more other safety systems of vehicle 100). In various embodiments, these warnings provide indications that some driver intervention is required to avoid contact with other vehicles 304. Furthermore, in some embodiments, one or more of these warnings may serve as an applicable starting point for a TTC window.

[0084] In some embodiments, at relatively high speeds (e.g., above the predetermined speed thresholds mentioned above), such warnings (e.g., FCW warning 602 and / or CIB warning 604) may actually occur after the theoretical values ​​to avoid erroneous triggering. However, relative to the current application, assuming that driver initiation is required before evasive steering maneuvers can be implemented, the TTC window can be widened compared to such values ​​in various embodiments.

[0085] like Figure 6 As depicted, in various embodiments, at relatively high speeds for vehicle 100, the high-speed TTC window 610 may begin at panic braking warning 608 (and before both FCW warning 602 and CIB warning 604) and may end at minimum TTC value 504 (e.g., as described above regarding...). Figure 5 (Described). In addition, such as Figure 6 As depicted, in an exemplary embodiment, the low-speed TTC window 612 may begin between FCW warning 602 and CIB warning 604 (i.e., after FCW warning 602 and before CIB warning 604) and may also end at minimum TTC 504.

[0086] refer to Figure 7 and Figure 8 According to an exemplary embodiment, information about Figure 2 The corresponding illustrations 700 and 800 of the lane topology evaluator for step 212.

[0087] like Figure 7As depicted in Figure 700, vehicle 100 is shown as being adjacent to another detected vehicle 304 in its current lane 302. Furthermore, as shown in Figure 700... Figure 7 As depicted, the current lane 302 is surrounded by a first lane marker 701 and a second lane marker 702. The first lane marker 701 separates the current lane 302 from the first adjacent lane 703, while the second lane marker 702 separates the current lane 302 from the second adjacent lane 704.

[0088] In an exemplary embodiment, the first lane marking 701 provides an indication that the first adjacent lane 703 is not authorized for use by vehicles from the current lane 302. For example, in various embodiments, the first lane marking 701 includes a yellow lane marking, a solid line lane marking, and / or other types of lane markings that indicate that vehicle 100 cannot use the first adjacent lane 703 to overtake. Accordingly, in an exemplary embodiment, a possible trajectory 705 for entering the first adjacent lane 703 is excluded for overtaking, such that no steering assistance will be provided along this trajectory 705.

[0089] Furthermore, in an exemplary embodiment, the second lane marking 702 provides an indication that the second adjacent lane 704 is authorized for use by vehicles from the current lane 302. For example, in various embodiments, the second lane marking 702 includes dashed or dotted white lane markings, and / or other types of lane markings, indicating that vehicle 100 can use the second adjacent lane 704 to overtake. Accordingly, in an exemplary embodiment, a possible trajectory 706 for entering the second adjacent lane 704 is permitted for overtaking, such that steering assistance will be provided along this trajectory 706 (assuming other conditions are also met, such as the second adjacent lane 704 being unoccupied or unobstructed, serving as an overtaking lane for vehicle 100 to overtake other vehicles 304, etc.).

[0090] Now for reference Figure 8 According to an exemplary embodiment, a method for... Figure 2 The flowchart of the lane topology evaluator in step 212 begins at step 802 (e.g., when overtaking using adjacent lanes is being considered).

[0091] In an exemplary embodiment, at step 804 a determination is made regarding whether evading steering maneuvers would potentially cause vehicle 100 to enter a lane with traffic flow in the opposite direction to vehicle 100. For example, in a first embodiment where vehicle 100 operates in an area where vehicles are traveling in the right lane, the determination at step 804 would include a determination regarding whether evading steering maneuvers would cause vehicle 100 to enter the left adjacent lane. As an additional example, according to a second embodiment where vehicle 100 operates in an area where vehicles are traveling in the left lane, the determination at step 804 would include a determination regarding whether evading steering maneuvers would cause vehicle 100 to enter the right adjacent lane.

[0092] In various embodiments, if it is determined in step 804 that evading steering maneuvers would potentially cause vehicle 100 to enter a lane with traffic flow in the opposite direction to vehicle 100, the process proceeds to step 806 as described below.

[0093] In various embodiments, during step 806, a determination is made regarding whether evasive steering maneuvers would cause vehicle 100 to cross lane markings (e.g., yellow lane markings) indicating traffic flow in the opposite direction to vehicle 100.

[0094] In various embodiments, if it is determined in step 806 that evasive steering maneuvers would cause vehicle 100 to cross a lane marking (e.g., a yellow lane marking) indicating traffic flow in the opposite direction to vehicle 100, the process proceeds to step 808, where a "failure" indicator is determined. In various embodiments, a "failure" indicator means that control system 102 will not provide steering assistance into the adjacent lane (e.g., crossing a yellow lane marking).

[0095] Conversely, if instead it is determined in step 806 that evasive steering maneuvers will not cause vehicle 100 to cross lane markings indicating traffic flow in the opposite direction to vehicle 100 (e.g., lane markings are white lane markings instead of yellow lane markings), the process proceeds to step 810, where a "pass" indicator is determined. In various embodiments, the "pass" indicator means that the control system 102 can provide steering assistance into the adjacent lane (e.g., across white lane markings).

[0096] Returning to step 804, if it is determined in step 804 that evasive steering maneuvers would not potentially cause vehicle 100 to enter a lane with traffic flow in the opposite direction to vehicle 100, the process alternatively proceeds to step 812 as described below.

[0097] In various embodiments, during step 810, a determination is made regarding whether evasive steering maneuvers would cause vehicle 100 to cross into the shoulder.

[0098] In various embodiments, if it is determined in step 810 that evasive steering maneuvers would cause vehicle 100 to cross into the shoulder, the process proceeds to step 808 above, at which point a "failure" indicator is determined (i.e., the control system 102 will not provide assistance).

[0099] Conversely, in various embodiments, if it is determined in step 810 that the evasive steering maneuver will not cause the vehicle 100 to cross into the shoulder, the process is instead proceeded to step 810 above, where a "pass" indicator is determined (i.e., causing the control system 102 to provide steering assistance to perform the desired evasive steering maneuver).

[0100] Now for reference Figure 9 According to an exemplary embodiment, information regarding the implementation is provided. Figure 2 The process of assessing lateral zone threats at 200° is illustrated in Figure 900.

[0101] like Figure 9 In the exemplary embodiment, vehicle 100 is depicted as being in its current lane 302 along with other detected vehicles 304. Figure 9 In one embodiment, there are two possible adjacent lanes for overtaking: right lane 903 and left lane 904. In the depicted embodiment, right lane 903 includes a right threat area 906 checked by control system 102 for overtaking purposes. Similarly, as... Figure 9 The depicted left lane 904 includes a left threat area 908, checked by the control system 102 for overtaking purposes. Finally, Figure 9 The diagram 900 also shows a avoidance zone 905 in the current lane 302, which vehicle 100 should avoid when returning to the current lane 302 after overtaking other vehicles 304.

[0102] In various embodiments, the control system 102 examines each of the corresponding areas 906, 908, and 905 based on the geometry of the roadway and the path trajectories of vehicle 100, other vehicles 304, and any additional vehicles that may also travel along the roadway. In various embodiments, a particular area 906, 908, and / or 905 is determined to be unusable if any of the following conditions are met: (i) a threat exists in the area of ​​interest corresponding to the area; (ii) a threat is anticipated to enter the area of ​​interest during steering maneuvers; and / or (iii) another vehicle or object is present or anticipated in the area of ​​interest during steering maneuvers.

[0103] For example, refer to Figure 9In an exemplary embodiment: (i) the first additional vehicle 909 will be potentially considered a threat, especially if it has a sufficiently high relative speed with respect to vehicle 100; (ii) the second additional vehicle 910 will not be considered a threat because it is traveling outside each of the regions of interest; and (iii) the third additional vehicle 912 will be considered a threat because of its position in the left threat region 908.

[0104] Now for reference Figure 10 It provides information about Figure 2 An exemplary flowchart 1000 for the main vehicle dynamics evaluator in step 208. (See also...) Figure 10 As depicted, in an exemplary embodiment, the contact time “t” (e.g., between vehicle 100 and other vehicle 304) is calculated at step 1002. Additionally, the lateral overlap “w” (also between vehicle 100 and other vehicle 304) is calculated at step 1004. In various embodiments, at step 1006, the processor 142 uses both the contact time “t” and the lateral overlap “w” to calculate the lateral acceleration “a” required for avoidance (i.e., vehicle 100 avoids contact with other vehicle 304). y In various embodiments, the calculation result is to avoid lateral acceleration "a". y 1008.

[0105] Furthermore, in various embodiments, the processor 142 performs additional calculations based on sensor data regarding the lane curvature "x" (step 1010) and the vehicle 100's speed "v" (step 1012). In various embodiments, during step 1014, the processor 142 uses both the lane curvature "x" and the vehicle speed "v" to calculate the lane-keeping acceleration "a" required for the vehicle 100 to remain in its intended lane. y "1016."

[0106] In various embodiments, at step 1018, the evasive lateral acceleration 1008 is added together with the lane-keeping acceleration 1016 to produce a total required lateral acceleration 1020.

[0107] In various embodiments, during step 1022, a determination is made regarding whether the total required lateral acceleration 1020 is less than a predetermined threshold. If it is determined in step 1022 that the total required lateral acceleration is greater than or equal to the predetermined threshold, a "failure" indication is provided at step 1024 (meaning that the control system 102 does not provide steering assistance).

[0108] Conversely, if, alternatively, it is determined in step 1022 that the total required lateral acceleration is less than a predetermined threshold, a deboosting curve is initiated for the electric power steering (EPS) system of vehicle 100 using the total required lateral acceleration 1020 (step 1024). In various embodiments, step 1024 generates the peak steering torque (T) 1026 required for steering maneuvering.

[0109] In various embodiments, during step 1028, a determination is made regarding whether the required peak steering torque (T) is less than a threshold (e.g., corresponding to T). max (Value). In various embodiments, if the required peak steering torque (T) is determined to be less than a threshold, a "pass" indication is provided at step 1030 (e.g., the control system 102 provides steering assistance upon completion of the evasive steering maneuver). Conversely, if the required peak steering torque (T) is alternatively determined to be greater than or equal to the threshold, a "failure" indication is provided at step 1032 (e.g., the control system 102 does not provide steering assistance upon completion of the evasive steering maneuver).

[0110] Now for reference Figure 11 It provides information about Figure 2 An exemplary illustration 1100 of the VRU evaluator for step 214. In various embodiments, such as Figure 11 As shown, the estimated path 1102 of vehicle 100 is determined based on vehicle dynamics (e.g., the heading, speed, acceleration, and steering angle of vehicle 100). Furthermore, in various embodiments, line 1103 is drawn tangent to the estimated path 1102 of vehicle 100. In an exemplary embodiment, an estimated path error 1104 (e.g., distance from vehicle 100) is calculated and compared to the distance from vulnerable road user 1105 to the tangent 1103. In various embodiments, if the distance from vulnerable road user 1105 to the tangent is less than a predetermined threshold, the control system 102 may participate in evasive steering maneuvers. In some embodiments, the predetermined threshold may be equal to or otherwise based on the path error 1104. Conversely, in various embodiments, if the distance from vulnerable road user 1105 to the tangent is greater than or equal to the predetermined threshold (e.g., the path error 1104 in some embodiments), the control system 102 does not participate in evasive steering maneuvers.

[0111] Therefore, methods, systems, and vehicles are provided for selectively and automatically performing evasive steering maneuvers based on various conditions, parameters, and determinations described in more detail above and in the accompanying drawings when initiated by the driver of the vehicle.

[0112] It will be understood that the systems, vehicles, and methods may differ from those depicted in the accompanying drawings and described herein. For example, in relation to... Figure 1 The description in and / or the combination of the above Figure 1In different embodiments described, Figure 1 The vehicle 100 (including the control system 102 and / or its other components) may vary. Similarly, it will be understood that the steps of process 200 and how they are implemented may differ. Figures 2-11 The various steps of process 200 described herein can occur simultaneously and / or with Figures 2-11 The order in which the events described and / or the events described above occur differs from the order in which they occur.

[0113] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be understood that numerous variations exist. It should also be understood that the exemplary embodiments or multiple exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing the exemplary embodiments or multiple exemplary embodiments. It should be understood that various changes can be made to the function and arrangement of the elements without departing from the scope of this disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. A method of effectuating an evasive maneuver for a vehicle around an object, the method comprising: detecting the object via one or more detection sensors of the vehicle; obtaining, via one or more input sensors of the vehicle, an input reflective of an intent of a driver to initiate the evasive maneuver for the vehicle around the object; obtaining, via one or more additional sensors, additional sensor data related to operation of the vehicle and further related to a roadway on which the vehicle is traveling; executing, via a processor of the vehicle, a plurality of evaluators for the vehicle using the additional sensor data, each of the plurality of evaluators relating to a different condition related to the evasive maneuver; and automatically selectively effectuating the evasive maneuver based on the plurality of evaluators and the different conditions to which they relate in accordance with instructions provided by the processor. automatically selectively effectuating the evasive maneuver by instructions provided by the processor via a steering system, a drive system, and a braking system of the vehicle based on the plurality of evaluators and the different conditions to which they relate in accordance with instructions provided by the processor.

2. The method of claim 1, wherein selectively completing the evasion turn maneuver comprises: one or more other vehicles proximate to the vehicle; 3. The method of claim 1, wherein the object comprises: one or more vulnerable road users (VRUs), including one or more pedestrians, bicyclists, or animals; or both.

4. The method of claim 1, wherein the step of obtaining the input reflective of the intent of the driver to initiate the evasive maneuver for the vehicle around the object is obtained via one or more steering sensors of the vehicle based on engagement of a steering wheel of the vehicle by the driver.

5. The method of claim 1, wherein the step of obtaining the input reflective of the intent of the driver to initiate the evasive maneuver for the vehicle around the object is obtained via one or more cameras configured to capture images of one or more actions taken by a driver of the vehicle.

6. The method of claim 1, wherein: the step of executing the plurality of evaluators comprises executing, via the processor, each of the following evaluators: an allow-overtake-window evaluator, a vehicle dynamics evaluator, and one or more additional evaluators; and the step of selectively effectuating the evasive maneuver comprises selectively automatically effectuating the evasive maneuver based on each of the allow-overtake-window evaluator, the vehicle dynamics evaluator, and the one or more additional evaluators in accordance with instructions provided by the processor.

7. The method of claim 1, wherein the step of selectively effectuating the evasive maneuver comprises selectively automatically effectuating the evasive maneuver based further on the following, in accordance with instructions provided by the processor: a time-to-contact (TTC) window between the vehicle and the detected object, the TTC window dependent on a speed of the vehicle and one or more potential contact warnings provided by one or more safety systems of the vehicle; lane markings along the carriageway, including whether the lane markings provide permission to overtake on one or more adjacent lanes; and a distance between the vehicle and the detected object. an assessment of one or more sides of the vehicle threatened by the vehicle conducting the evasive steering maneuver, the assessment including whether any additional vehicles or other objects along their respective current trajectories will likely interfere with the evasive steering maneuver for the vehicle.

8. The method of claim 1, wherein the step of selectively completing the evasive steering maneuver includes selectively automatically completing the evasive steering maneuver based on both of the following, according to instructions provided by the processor: a total required lateral acceleration of the vehicle, the total required lateral acceleration calculated by the processor as a sum of an evasive lateral acceleration required to evade the object plus a lane-keeping lateral acceleration required to maintain the vehicle in an intended travel lane; and a peak steering torque required to perform the evasive steering maneuver, the peak steering torque calculated by the processor based on both of the total required lateral acceleration and a deboosting curve for an electric power steering system of the vehicle.

9. The method of claim 1, wherein the step of selectively completing the evasive steering maneuver includes selectively automatically completing the evasive steering maneuver based on executing a vulnerable road user (VRU) evaluator, according to instructions provided by the processor, including by performing the following via the processor: calculating an estimated path of the vehicle; plotting a tangent line tangent to the estimated path of the vehicle; determining an estimated path error of the vehicle; calculating, via the processor, a distance from a vulnerable road user to the tangent line; and participating in completing the evasive steering maneuver only if the distance from the vulnerable road user to the tangent line is less than the estimated path error for the vehicle.

10. A vehicle, comprising: a steering system; a drive system; a braking system; one or more detection sensors configured to detect an object proximate to the vehicle; one or more input sensors configured to obtain input reflective of an intent of a driver to initiate an evasive steering maneuver for the vehicle around the object; one or more additional sensors configured to obtain additional sensor data related to operation of the vehicle and further related to a roadway on which the vehicle is traveling; and a processor coupled to the one or more detection sensors, the one or more input sensors, the one or more additional sensors, the steering system, the drive system, and the braking system, the processor configured to at least facilitate: execution of a plurality of evaluators for the vehicle using the additional sensor data, each of the plurality of evaluators relating to a different condition related to the evasive steering maneuver; and selective automatic completion of the evasive steering maneuver based on the plurality of evaluators and the different conditions to which they relate, according to instructions provided by the processor and executed by the steering system, the drive system, and the braking system.

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