Reducing the effects of collisions between vehicles and obstacles

Abstract

To provide a system for mitigating an effect of a collision between a vehicle and an obstacle.SOLUTION: A system for mitigating an effect of a collision between a vehicle and an obstacle can include a processor and a memory. The memory can store a seat occupancy determination module and a set of modules including a candidate response determination module, a candidate response evaluation module and a controller module. The seat occupancy determination module can determine a state of a seat with respect to being occupied by a living being, where the seat is on a first side opposite to a second side at which an operator is located. The set of modules can (1) cause, in response to a state being occupied, a first set of operations to be implemented, and (2) cause, in response to a state being unoccupied, a second set of operations to be implemented. Each of the first set and the second set can be different from a current trajectory of the vehicle and can mitigate the effect of the collision.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The techniques of this disclosure are directed to mitigating the effects of a collision between a vehicle and an obstacle. [Background technology]

[0002] Advanced driver assistance systems (ADAS) may be used to enhance vehicle operation to reduce the likelihood of a collision. The ADAS may receive data about the vehicle's environment from, for example, a LiDAR device, a radar device, an image processing system, a computer vision system, an in-vehicle network system, or the like. The ADAS may be configured to receive the data, prioritize information derived from the data, and function in real time to control the vehicle's vehicle systems to reduce the likelihood of a collision. The ADAS may include, for example, an electronic stability control system, an anti-lock braking system, an automatic emergency braking (AEB) system, a lane departure warning system, a lane keeping assist system, an adaptive cruise control system, a collision avoidance system, a traction control system, or the like. Summary of the Invention

[0003] In embodiments, a system for mitigating the effects of a collision between a vehicle and an obstacle may include a processor and a memory. The memory may store a seat occupancy determination module and a set of modules. The set of modules may include a candidate response determination module, a candidate response evaluation module, and a controller module. The seat occupancy determination module may include instructions that, when executed by the processor, cause the processor to determine a state of a seat with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located. The set of modules may include instructions that, when executed by the processor, cause (1) a first set of actions to be implemented in response to an occupied state, and (2) a second set of actions to be implemented in response to an unoccupied state. Each of the first set and the second set may differ from the current trajectory of the vehicle and may mitigate the effects of a collision between the vehicle and the obstacle.

[0004] In another embodiment, a method mitigates the effects of a collision between a vehicle and an obstacle. The method may include determining, by a processor, a state of a seat with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located. The method may include causing the processor to (1) implement a first set of actions in response to the occupied state and (2) implement a second set of actions in response to the unoccupied state. Each of the first set and the second set may differ from the current trajectory of the vehicle and may mitigate the effects of a collision between the vehicle and the obstacle.

[0005] In another embodiment, a non-transitory computer-readable medium for mitigating the effects of a collision between a vehicle and an obstacle may include instructions that, when executed by one or more processors, cause the one or more processors to determine a seat state for occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located. The non-transitory computer-readable medium may include instructions that, when executed by the one or more processors, cause (1) a first set of actions to be implemented in response to the occupied state, and (2) a second set of actions to be implemented in response to the unoccupied state. Each of the first set and the second set may differ from the current trajectory of the vehicle and may mitigate the effects of a collision between the vehicle and the obstacle. [Brief explanation of the drawings]

[0006] The accompanying drawings, which are incorporated herein and constitute a part of this specification, illustrate various systems, methods, and other embodiments of the present disclosure. It will be understood that the boundaries of elements shown in the figures (e.g., boxes, groups of boxes, or other shapes) represent one embodiment of the boundaries. In some embodiments, one element may be designed as multiple elements, or multiple elements may be designed as one element. In some embodiments, an element shown as an internal component of another element may be implemented as an external component, and vice versa. Additionally, elements may not be drawn to scale.

[0007] [Figure 1] 1A and 1B are diagrams illustrating example environments for mitigating the effects of a collision between a vehicle and an obstacle in accordance with the disclosed technology. [Figure 2] FIG. 1 includes diagrams illustrating examples of vehicles that may be configured to mitigate the effects of collisions between the vehicle and an obstacle, in accordance with the techniques of this disclosure. [Figure 3] FIG. 1 includes a block diagram illustrating an example system for mitigating the effects of a collision between a vehicle and an obstacle, in accordance with the techniques of this disclosure. [Figure 4] FIG. 1 includes a flow diagram illustrating an example method associated with mitigating the effects of a collision between a vehicle and an obstacle, in accordance with the techniques of this disclosure. [Figure 5] FIG. 1 includes a block diagram illustrating an example of elements located in a vehicle in accordance with the techniques of this disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0008] The technology of the present disclosure is directed to mitigating the effects of a collision between a vehicle and an obstacle. A constraint on the ability to avoid the collision may be determined. For example, a stopping distance of the vehicle may be determined to be greater than the distance between the vehicle and the obstacle. If the obstacle is moving, the stopping distance may be determined based on an estimate of the obstacle's movement. Additionally or alternatively, a constraint on the ability to maneuver the vehicle to avoid the collision without causing another collision may be determined. For example, the other collision may be between the vehicle and another obstacle. To mitigate the effects of the collision, a first candidate response for the vehicle may be determined, and a second candidate response for the vehicle may be determined. Each of the first candidate response and the second candidate response may differ from the current trajectory of the vehicle. For example, (1) the first candidate response may include one of a first set of actions and a second set of actions, (2) the second candidate response may include one of the first set of actions and the second set of actions, and (3) the second candidate response may differ from the first candidate response. For example, the first set of actions may include an emergency braking action for the vehicle. For example, the second set of actions may include one or more of applying a primary brake to the vehicle or applying a steering mechanism to cause the vehicle to turn. For example, the second set of actions may include both applying a primary brake to the vehicle and applying a steering mechanism to cause the vehicle to turn. The first candidate response may be determined to more fully mitigate the impact of the collision. For example, the status of a seat in the vehicle with respect to occupancy by a living being may be determined. The seat may be located on a first side (e.g., the right side) of the vehicle. The first side may be opposite a second side (e.g., the left side) of the vehicle. The second side may be the side where the vehicle operator is located. In response to a determination that the seat is occupied, the first candidate response may include the first set of actions. In response to a determination that the seat is unoccupied, the first candidate response may include the second set of actions, and the direction of the turn may be such that a collision occurs on the first side (e.g., the right side). The first candidate response may be implemented.

[0009] FIG. 1 includes a diagram illustrating an example environment 100 for mitigating the effects of collisions between a vehicle and an obstacle, in accordance with the techniques of this disclosure. For example, the environment 100 may include, from west to east, a first mountain 101, a second mountain 102, and a third mountain 103. For example, a road 104 may wind through the first mountain 101, the second mountain 102, and the third mountain 103. The road 104 may include, for example, a lane 105 of traffic in a first direction and a lane 106 of traffic in a second direction. The road 104 may include, for example, a first section 107, a second section 108, a third section 109, a fourth section 110, a fifth section 111, a sixth section 112, a seventh section 113, an eighth section 114, and a ninth section 115. For example, a first section 107 may be located south of the first mountain 101 along a north-south line, a second section 108 may be located next to the first mountain 101 along a northwest-southeast line, a third section 109 may be located next to the first mountain 101 along a west-east line, a fourth section 110 may be located between the first mountain 101 and the second mountain 102 along a northeast-southwest line, and a fifth section 111 may be located between the first mountain 101 and the second mountain 102 along a west-east line. The sixth section 112 may be located next to the second mountain 102 along a line from northwest to southeast, the sixth section 112 may be located between the second mountain 102 and the third mountain 103 along a line from northwest to southeast, the seventh section 113 may be located next to the third mountain 103 along a line from west to east, the eighth section 114 may be located next to the third mountain 103 along a line from northeast to southwest, and the ninth section 115 may be located south of the third mountain 103 along a line from north to south. For example, the first curve 116 may connect the first section 107 to the second section 108, the second curve 117 may connect the second section 108 to the third section 109, the third curve 118 may connect the third section 109 to the fourth section 110, the fourth curve 119 may connect the fourth section 110 to the fifth section 111, the fifth curve 120 may connect the fifth section 111 to the sixth section 112, the sixth curve 121 may connect the sixth section 112 to the seventh section 113, the seventh curve 122 may connect the seventh section 113 to the eighth section 114, and the eighth curve 123 may connect the eighth section 114 to the ninth section 115.

[0010] For example, the environment 100 may include a crosswalk 124 across the seventh section 113, just east of the sixth curve 121. For example, the environment 100 may include a first boulder 125 in the third section 109 of the lane 106, just east of the second curve 117, a second boulder 126 in the fifth section 111 of the lane 106, just east of the fourth curve 119, and a third boulder 127 in the eighth section 114 of the lane 106. For example, the environment 100 may include a first vehicle 128 in the lane 106 at the second curve 117 and a second vehicle 129 in the third section 109 of the lane 105, just ahead of the first vehicle 128. For example, the first vehicle 128 may have an operator 130 and a passenger 131. For example, passenger 131 may occupy the front right passenger seat. For example, environment 100 may include a third vehicle 132 in lane 106 at third curve 118, a fourth vehicle 133 in lane 105 in fourth section 110 immediately ahead of third vehicle 132, and a fifth vehicle 134 in lane 106 in fourth section 110. For example, third vehicle 132 may have an operator 135 but no passengers. For example, third vehicle 132 may have pre-existing damage 136 on its front right fender. For example, fifth vehicle 134 may be towing a trailer 137 that has become detached from fifth vehicle 134 and is moving toward third vehicle 132. For example, the environment 100 may include a sixth vehicle 138 in the lane 106 at the fourth curve 119, a seventh vehicle 139 in the fifth section 111 of the lane 105 immediately ahead of the sixth vehicle 138, and an eighth vehicle 140 in the fifth section 111 of the lane 106 immediately behind the second boulder 126. For example, the eighth vehicle 140 may be a luxury sports car. For example, the environment 100 may include a ninth vehicle 141 in the lane 106 at the fifth curve 120, and a tenth vehicle 142 in the sixth section 112 of the lane 105 immediately ahead of the ninth vehicle 141. For example, a dog 143 may be in the sixth section 112 of the lane 105 immediately ahead of the ninth vehicle 141. For example, the environment 100 may include an eleventh vehicle 144 in the lane 106 at the sixth curve 121 .For example, eleventh vehicle 144 may have operator 145, first passenger 146, second passenger 147, and third passenger 148. For example, there may be a first person 149, a second person 150, and a third person 151 in crosswalk 124. For example, environment 100 may include a twelfth vehicle 152 in lane 106 at seventh bend 122, a thirteenth vehicle 153 in eighth section 114 of lane 105 immediately ahead of twelfth vehicle 152, and a fourteenth vehicle 154 in eighth section 114 of lane 106 immediately behind third boulder 127. For example, fourteenth vehicle 154 may be towing horse trailer 155, which can carry two horses, but is carrying only one horse 156 on the left side of horse trailer 155.

[0011] Figure 2 includes a diagram illustrating an example of a vehicle 200 that may be configured to mitigate the effects of a collision between the vehicle 200 and an obstacle in accordance with the techniques of this disclosure. View (a) of Figure 2 is a view of the vehicle 200 from a planar perspective defined by a longitudinal axis 202 of the vehicle 200 and a lateral axis 204 of the vehicle 200. View (b) of Figure 2 is a view of the vehicle 200 from a planar perspective defined by the longitudinal axis 202 of the vehicle 200 and a vertical axis 206 of the vehicle 200. The vehicle 200 may include, for example, a processor 208 and a memory 210.

[0012] Additionally, for example, vehicle 200 may further include one or more of radar device 212 or LiDAR device 214. One or more of radar device 212 or LiDAR device 214 may be communicatively coupled to processor 208.

[0013] Further, for example, vehicle 200 may further include forward-facing camera 216. Forward-facing camera 216 may be communicatively connected to processor 208.

[0014] Additionally, for example, vehicle 200 may further include a communication device 218. Communication device 218 may be communicatively coupled to processor 208.

[0015] Additionally, for example, vehicle 200 may further include an accelerometer 220 and a gyroscope 222. For example, accelerometer 220 and gyroscope 222 may be communicatively coupled to processor 208.

[0016] Further, for example, vehicle 200 may further include an emergency brake operator interface 224, a primary brake operator interface 226, and a steering mechanism 228. Steering mechanism 228 may be connected between steering operator interface 230 and one or more axles 232 having one or more wheels 234 connected thereto.

[0017] Additionally, for example, vehicle 200 may further include one or more of in-cabin camera 236 or microphone 238. One or more of in-cabin camera 236 or microphone 238 may be communicatively coupled to processor 208.

[0018] Further, for example, vehicle 200 may further include an advanced driver assistance system (ADAS) 240. Advanced driver assistance system (ADAS) 240 may be communicatively coupled to processor 208, emergency brake operator interface 224, primary brake operator interface 226, and steering mechanism 228. In response to determining that the likelihood of a collision between vehicle 200 and an obstacle is greater than a threshold, advanced driver assistance system (ADAS) 240 may be configured to control one or more of emergency brake operator interface 224, primary brake operator interface 226, or steering mechanism 228 to implement a response to avoid the collision or mitigate the effects of the collision. For example, advanced driver assistance system (ADAS) 240 may include an automatic emergency braking (AEB) system 242.

[0019] 3 includes a block diagram illustrating an example system 300 for mitigating the effects of a collision between a vehicle and an obstacle in accordance with the techniques of this disclosure. The system 300 may include, for example, a processor 302 and a memory 304. The memory 304 may be communicatively coupled to the processor 302. For example, the memory 304 may store a collision detection module 306, a candidate response determination module 308, a candidate response evaluation module 310, and a controller module 312.

[0020] For example, the collision detection module 306 may include instructions that function to control the processor 302 to determine constraints on the ability to avoid a collision.

[0021] For example, the instructions for determining constraints on the ability to avoid a collision between the vehicle and the obstacle may include instructions for determining that the stopping distance of the vehicle is greater than the distance between the vehicle and the obstacle. That is, the vehicle cannot stop within a distance less than the distance between the vehicle and the obstacle. With reference to Figures 1 and 2, for example, the vehicle may be a first vehicle 128 (e.g., vehicle 200). For example, one or more of radar device 212 or LiDAR device 214 may be used to determine that the stopping distance of first vehicle 128 is greater than the distance between first vehicle 128 and first boulder 125.

[0022] Further, for example, the obstacle may be moving, and the instructions for determining the stopping distance may include instructions for determining the stopping distance based on an estimation of the movement of the obstacle. With reference to Figures 1 and 2, for example, the vehicle may be third vehicle 132 (e.g., vehicle 200). For example, one or more of radar device 212 or LiDAR device 214 may be used to determine that the stopping distance of third vehicle 132 is greater than the distance between third vehicle 132 and trailer 137 based on an estimation of the movement of trailer 137.

[0023] Additionally or alternatively, for example, the instructions for determining constraints on the ability to avoid a collision between the vehicle and an obstacle may include instructions for determining constraints on the ability to maneuver the vehicle to avoid the collision without resulting in another collision, which may be between the vehicle and another obstacle. With reference to FIGS. 1 and 2 , for example, the vehicle may be third vehicle 132 (e.g., vehicle 200). For example, the constraints on the ability to maneuver third vehicle 132 to avoid a collision with trailer 137 may be determined using information from forward-facing camera 216, because such maneuvering of third vehicle 132 may result in another collision with fourth vehicle 133 or first mountain 101.

[0024] 3 , for example, the candidate response determination module 308 may include instructions that function to control the processor 302 to determine a first candidate response for the vehicle and a second candidate response for the vehicle to mitigate the effects of a collision, where each of the first candidate response and the second candidate response may differ from the current trajectory of the vehicle.

[0025] For example, the candidate response evaluation module 310 may include instructions that function to control the processor 302 to determine that a first candidate response more fully mitigates the impact of the collision.

[0026] For example, the instructions for determining a first candidate response and a second candidate response may include instructions for determining a first possibility and a second possibility. The first possibility may be that the first candidate response causes a force generated by the vehicle's tire to be greater than the tire's maximum saturation force. The second possibility may be that the second candidate response causes a force generated by the vehicle's tire to be greater than the tire's maximum saturation force. That is, if the force generated by the vehicle's tire is greater than the tire's maximum saturation force, the relationship between the tire and the surface in contact with the tire may be characterized as a skid. The instructions for determining that the first candidate response more fully mitigates the impact of the collision may include instructions for determining that the first candidate response more fully mitigates the impact of the collision based on the first possibility and the second possibility.

[0027] For example, the instructions for determining a first likelihood may include instructions for determining the first likelihood from first historical proxy information, and the instructions for determining a second likelihood may include instructions for determining from second historical proxy information, where the first historical proxy information may relate to initiating a first candidate response from a trajectory similar to the current trajectory, and the second historical proxy information may relate to initiating a second candidate response from a trajectory similar to the current trajectory.

[0028] For example, the system 300 may further include a communication device 314. The communication device 314 may be communicatively coupled to the processor 302. The communication device 314 may be configured to receive the first past proxy information and the second past proxy information before executing the instructions to determine the first candidate response and the second candidate response. With reference to FIG. 2 , for example, the communication device 314 may be the communication device 218.

[0029] Additionally or alternatively, for example, the first historical proxy information may include first historical sensor information obtained from the vehicle, and the second historical proxy information may include second historical sensor information obtained from the vehicle. The first historical sensor information may include one or more of a measure of a tire side slip or a measure of a vehicle yaw rate. The second historical sensor information may include one or more of a measure of a tire side slip or a measure of a vehicle yaw rate.

[0030] For example, the degree of side slip may be estimated from a signal from an accelerometer disposed on the vehicle and a signal from a gyroscope disposed on the vehicle. For example, the degree of yaw rate may be estimated from a signal from the gyroscope. With reference to FIG. 2 , for example, the accelerometer may be accelerometer 220 and the gyroscope may be gyroscope 222.

[0031] Returning to FIG. 3, for example, (1) the first candidate response may include one of the first set of actions and the second set of actions, (2) the second candidate response may include one of the first set of actions and the second set of actions, and (3) the second candidate response may be different from the first candidate response.

[0032] For example, the first set of actions may include actuating an emergency brake of the vehicle. For example, the second set of actions may include one or more of actuating a primary brake of the vehicle or actuating a steering mechanism of the vehicle to turn the vehicle. For example, the second set of actions may include both actuating a primary brake of the vehicle and actuating a steering mechanism of the vehicle to turn the vehicle. With reference to FIG. 2 , for example, actuating the emergency brake may be via emergency brake operator interface 224, actuating the primary brake may be via primary brake operator interface 226, and actuating the steering mechanism may be via steering mechanism 228.

[0033] Returning to FIG. 3 , for example, the memory 304 may further store a seat occupancy determination module 316. The seat occupancy determination module 316 may include instructions that control the processor 302 to determine the status of a seat of the vehicle with respect to occupancy by a living being. The seat may be located on a first side (e.g., the right side) of the vehicle. The first side may be on a second side (e.g., opposite the left side) of the vehicle. The second side may be on the side where an operator of the vehicle is located. In response to a determination that the seat is occupied, the first candidate response may include a first set of actions. In response to a determination that the seat is unoccupied, the first candidate response may include a second set of actions, and the direction of the turn may be such that a collision will occur on the first side (e.g., the right side).

[0034] 1 and 2 , for example, the vehicle may be vehicle 200. For example, one or more of in-cabin camera 236 or microphone 238 may be used to determine the state of a seat in vehicle 200 with respect to occupancy by a living being. For example, the vehicle may be first vehicle 128 (e.g., vehicle 200). Because first vehicle 128 has operator 130 and passenger 131, and passenger 131 occupies the front right passenger seat, a first candidate response for first vehicle 128 may be a first set of actions, i.e., applying emergency braking via emergency brake operator interface 224. Alternatively, the vehicle may be third vehicle 132 (e.g., vehicle 200). Because the third vehicle 132 has an operator 135 but no passengers, a first candidate response for the third vehicle 132 may be one or more of the second set of actions: applying the primary brakes via the primary brake operator interface 226, or operating the steering mechanism 228 to cause the third vehicle 132 to turn to the left so that a collision occurs on its right side. The second set of actions may more fully mitigate the collision because they may more fully reduce the likelihood that a collision will result in injury to the operator 135, or the severity of such injury.

[0035] For example, instructions for determining that a first candidate response will more fully mitigate the impact of a collision may include instructions for determining that one or more of (1) the severity of injury to one or more living beings associated with the first candidate response, or (2) the value of economic damages associated with the first candidate response to one or more of the vehicles or obstacles, is less than one or more of (1) the severity of injury to one or more living beings associated with the second candidate response, or (2) the value of economic damages associated with the second candidate response to one or more of the vehicles or obstacles.

[0036] 1 and 2 , for example, the vehicle may be a sixth vehicle 138 (e.g., vehicle 200). For example, the sixth vehicle 138 may use information from the forward-facing camera 216 to determine that a collision with an eighth vehicle 140 (e.g., a luxury sports car) may result in a high value of economic damage. Because the value of economic damage associated with a first candidate response for the sixth vehicle 138 is less than the value of economic damage associated with a second candidate response for the sixth vehicle 138, the sixth vehicle 138 may determine that the first candidate response will more fully mitigate the impact of the collision.

[0037] 1 and 2, for example, the vehicle may be ninth vehicle 141 (e.g., vehicle 200). For example, ninth vehicle 138 may use information from forward-facing camera 216 to determine that a collision with dog 143 may result in injury to dog 143. Because the severity of the injury to dog 143 associated with the first candidate response is less than the severity of the injury to dog 143 associated with the second candidate response, ninth vehicle 141 may determine that the first candidate response will more fully mitigate the impact of the collision.

[0038] Returning to FIG. 3 , for example, the one or more creatures associated with the first candidate response may include one or more creatures of a first set and one or more creatures of a second set. The one or more creatures of the first set may be obstacles. The one or more creatures of the second set may be in a vehicle. The candidate response determination module 308 may further include instructions for determining a first count and a second count. The first count may be for one or more creatures of the first set. The second count may be for one or more creatures of the second set. The instructions for determining that the first candidate response more fully mitigates the impact of the collision may include instructions for determining that the first candidate response more fully mitigates the impact of the collision based on the first count and the second count.

[0039] 1 and 2 , for example, the vehicle may be eleventh vehicle 144 (e.g., vehicle 200). For example, eleventh vehicle 144 may use information from forward-facing camera 216 to determine that the first count is three (i.e., first person 149, second person 150, and third person 151). For example, eleventh vehicle 144 may use information from one or more of in-cabin camera 236 or microphone 238 to determine that the second count is four (e.g., operator 145, first passenger 146, second passenger 147, and third passenger 148). Based on the first count and the second count, eleventh vehicle 144 may determine that a first candidate response more fully mitigates the impact of the collision.

[0040] 3 , for example, the candidate response determination module 308 may further include instructions for obtaining information about a first side of the vehicle indicating that the economic value of the first side is less than the economic value of a second side of the vehicle. In response to determining that the economic value of the first side of the vehicle is less than the economic value of the second side of the vehicle, the first candidate response may include operating a steering mechanism of the vehicle to cause the vehicle to turn. The direction of the turn may be such that a collision occurs on the first side of the vehicle.

[0041] 1 and 2 , for example, the vehicle may be a third vehicle 132 (e.g., vehicle 200). For example, because the third vehicle 132 has existing damage 136 on its front right fender, the third vehicle 132 may obtain information about the right side of the third vehicle 132 indicating that the economic value of the right side of the third vehicle 132 is less than the economic value of the left side of the third vehicle 132. In response to determining that the economic value of the right side of the third vehicle 132 is less than the economic value of the left side of the third vehicle 132, a first candidate response may include operating a steering mechanism 228 of the third vehicle 132 to cause the third vehicle 132 to turn. The direction of the turn may be such that the collision occurs on the right side of the third vehicle 132, which may reduce the impact of the collision because the value of the economic damage to the third vehicle 132 is less than the value of the economic damage otherwise due to the existing damage 136 to the front right fender of the third vehicle 132.

[0042] 3 , for example, the candidate response determination module 308 may further include instructions for obtaining information about a first side of the obstacle indicating that the economic value of the first side of the obstacle is less than the economic value of a second side of the obstacle. In response to determining that the economic value of the first side of the obstacle is less than the economic value of the second side of the obstacle, the first candidate response may include operating a steering mechanism of the vehicle to cause the vehicle to turn. The direction of the turn may be such that a collision occurs on the first side of the obstacle.

[0043] 1 and 2 , for example, the vehicle may be twelfth vehicle 152 (e.g., vehicle 200). For example, twelfth vehicle 152 may use information from forward-facing camera 216 to obtain information regarding the right side of horse trailer 155 (i.e., no horse) indicating that the economic value of the right side of horse trailer 155 is less than the economic value of the left side of horse trailer 155 (i.e., with horse 156 being transported). In response to determining that the economic value of the right side of horse trailer 155 is less than the economic value of the left side of horse trailer 155, a first candidate response may include operating steering mechanism 228 of twelfth vehicle 152 to cause twelfth vehicle 152 to turn. The direction of the turn may be such that the collision occurs on the right side of horse trailer 155, which may reduce the impact of the collision because the value of the economic damage to horse trailer 155 and horse 156 is less than the value of the economic damage otherwise due to the horse being on the left side of horse trailer 155.

[0044] 3, for example, the controller module 312 may include instructions operable to control the processor 302 to implement the first candidate response. For example, the instructions to implement the first candidate response include instructions to implement the first candidate response by an advanced driver assistance system (ADAS). For example, the advanced driver assistance system (ADAS) may include an automatic emergency braking (AEB) system. Referring to FIG. 2, for example, the advanced driver assistance system (ADAS) may be the advanced driver assistance system (ADAS) 240, and the automatic emergency braking (AEB) system may be the automatic emergency braking (AEB) system 242.

[0045] 4 includes a flow diagram illustrating an example method 400 associated with mitigating the effects of a collision between a vehicle and an obstacle, in accordance with the techniques of this disclosure. While method 400 is described in conjunction with system 300 shown in FIG. 3, it will be understood by those skilled in the art in light of the description herein that method 400 is not limited to implementation by system 300 shown in FIG. 3. Rather, system 300 shown in FIG. 3 is an example of a system that may be used to implement method 400. Furthermore, while method 400 is depicted as a generally sequential process, various aspects of method 400 may be capable of being performed in parallel.

[0046] In the method 400, at operation 402, for example, the collision detection module 306 may determine constraints on the ability to avoid a collision.

[0047] For example, operation 402 may include determining that the stopping distance of the vehicle is greater than the distance between the vehicle and the obstacle, i.e., the vehicle cannot stop within a distance less than the distance between the vehicle and the obstacle.

[0048] Further, for example, the obstacle may be moving, and operation 402 may include determining a stopping distance based on an estimate of the obstacle's movement.

[0049] Additionally or alternatively, for example, operation 402 may include determining constraints on the ability to maneuver the vehicle to avoid the collision without causing another collision, which may be between the vehicle and another obstacle.

[0050] In operation 404, for example, the candidate response determination module 308 may determine a first candidate response for the vehicle and a second candidate response for the vehicle to mitigate the effects of a collision, where each of the first candidate response and the second candidate response may differ from the current trajectory of the vehicle.

[0051] In operation 406, for example, the candidate response evaluation module 310 may determine that a first candidate response more fully mitigates the impact of the collision.

[0052] For example, operation 404 may include determining a first possibility and a second possibility. The first possibility may be that the first candidate response causes the force generated by the vehicle's tire to be greater than the tire's maximum force. The second possibility may be that the second candidate response causes the force generated by the vehicle's tire to be greater than the tire's maximum force. That is, if the force value generated by the vehicle's tire is greater than the tire's maximum force, the relationship existing between the tire and the surface in contact with the tire may be characterized as a skid. Operation 406 may include determining that the first candidate response more fully mitigates the impact of the collision based on the first possibility and the second possibility.

[0053] For example, operation 404 may include determining a first likelihood from first historical proxy information, and the instructions for determining a second likelihood may include instructions for determining from second historical proxy information, where the first historical proxy information may relate to initiating a first candidate response from a trajectory similar to the current trajectory, and the second historical proxy information may relate to initiating a second candidate response from a trajectory similar to the current trajectory.

[0054] At operation 408, for example, the communications device 314 may receive the first historical proxy information and the second historical proxy information prior to operation 404.

[0055] Additionally or alternatively, for example, the first historical proxy information may include first historical sensor information obtained from the vehicle, and the second historical proxy information may include second historical sensor information obtained from the vehicle. The first historical sensor information may include one or more of a degree of tire side slip or a degree of vehicle yaw rate. The second historical sensor information may include one or more of a degree of tire side slip or a degree of vehicle yaw rate.

[0056] For example, the degree of side slip may be estimated from signals from an accelerometer located on the vehicle and from a gyroscope located on the vehicle, e.g., the degree of yaw rate may be estimated from signals from the gyroscope.

[0057] For example, (1) the first candidate response may include one of the first set of actions and the second set of actions, (2) the second candidate response may include one of the first set of actions and the second set of actions, and (3) the second candidate response may be different from the first candidate response.

[0058] For example, the first set of actions may include an emergency braking action of the vehicle. For example, the second set of actions may include one or more of a primary braking action of the vehicle or an action of a steering mechanism of the vehicle to cause the vehicle to turn.

[0059] At operation 410, for example, the seat occupancy determination module 316 may determine the status of a seat of the vehicle with respect to occupancy by a living being. The seat may be located on a first side (e.g., the right side) of the vehicle. The first side may be on a second side (e.g., opposite the left side) of the vehicle. The second side may be on the side where an operator of the vehicle is located. In response to a determination of an occupied status of the seat, a first candidate response may include a first set of actions. In response to a determination of an unoccupied status of the seat, a first candidate response may include a second set of actions, and the direction of the turn may be such that a collision will occur on the first side (e.g., the right side).

[0060] For example, operation 406 may include determining that one or more of (1) the severity of injury to one or more living things associated with the first candidate response, or (2) the value of economic damage to one or more of the vehicles or obstacles associated with the first candidate response, is less than one or more of (1) the severity of injury to one or more living things associated with the second candidate response, or (2) the value of economic damage to one or more of the vehicles or obstacles associated with the second candidate response.

[0061] For example, the one or more organisms associated with the first candidate response may be obstacles.

[0062] For example, the one or more creatures associated with the first candidate response may include one or more creatures of a first set and one or more creatures of a second set. The one or more creatures of the first set may be obstacles. The one or more creatures of the second set may be in a vehicle. At operation 412, for example, the candidate response determination module 308 may determine a first count and a second count. The first count may be for one or more creatures of the first set. The second count may be for one or more creatures of the second set. Operation 406 may include determining, based on the first count and the second count, that the first candidate response more fully mitigates the impact of the collision.

[0063] At operation 414, for example, the candidate response determination module 308 may obtain information about a first side of the vehicle indicating that the economic value of the first side is less than the economic value of a second side of the vehicle. In response to determining that the economic value of the first side of the vehicle is less than the economic value of the second side of the vehicle, the first candidate response may include operating a steering mechanism of the vehicle to cause the vehicle to turn. The direction of the turn may be such that a collision occurs on the first side of the vehicle.

[0064] In operation 416, for example, the candidate response determination module 308 may obtain information about a first side of the obstacle indicating that the economic value of the first side of the obstacle is less than the economic value of a second side of the obstacle. In response to determining that the economic value of the first side of the obstacle is less than the economic value of the second side of the obstacle, the first candidate response may include operating a steering mechanism of the vehicle to cause the vehicle to turn. The direction of the turn may be such that a collision occurs on the first side of the obstacle.

[0065] At operation 418, for example, the controller module 312 may cause the first candidate response to be implemented. For example, operation 418 may include causing the first candidate response to be implemented by an advanced driver assistance system (ADAS). For example, the advanced driver assistance system (ADAS) may include an automatic emergency braking (AEB) system.

[0066] FIG. 5 includes a block diagram illustrating example elements located in a vehicle 500 in accordance with the techniques of this disclosure. As used herein, a "vehicle" may be any form of motorized transportation. In one or more implementations, the vehicle 500 may be an automobile. While the mechanisms described herein relate to automobiles, in light of the description herein, one skilled in the art will understand that the embodiments are not limited to automobiles. For example, the functions and / or operations of one or more of the first vehicle 128 (shown in FIG. 1), the third vehicle 132 (shown in FIG. 1), the sixth vehicle 138 (shown in FIG. 1), the ninth vehicle 141 (shown in FIG. 1), the eleventh vehicle 144 (shown in FIG. 1), the twelfth vehicle 152 (shown in FIG. 1), or the vehicle 200 (shown in FIG. 2) may be implemented by the vehicle 500.

[0067] In some embodiments, vehicle 500 may be configured to selectively switch between an automatic mode, one or more semi-automatic operating modes, and / or a manual mode. Such switching may be implemented in any suitable manner now known or later developed. As used herein, "manual mode" may refer to all or most of the navigation and / or operation of vehicle 500 being performed according to input received from a user (e.g., a human driver). In one or more arrangements, vehicle 500 may be a conventional vehicle configured to operate exclusively in manual mode.

[0068] In one or more embodiments, the vehicle 500 may be an autonomous vehicle. As used herein, "autonomous vehicle" may refer to a vehicle operating in an autonomous mode. As used herein, "autonomous mode" may refer to using one or more computing systems to control the vehicle 500 with minimal or no input from a human driver to navigate and / or operate the vehicle 500 along a travel route. In one or more embodiments, the vehicle 500 may be highly automated or fully automated. In one embodiment, the vehicle 500 may be configured with one or more semi-autonomous modes of operation in which one or more computing systems perform a portion of the navigation and / or operation of the vehicle along a travel route, and a vehicle operator (i.e., a driver) provides input to the vehicle 500 to perform a portion of the navigation and / or operation of the vehicle 500 along the travel route.

[0069] For example, the taxonomy and definitions of terms related to driving automation systems for road vehicles in standard J3016 202104, published by the Society of Automotive Engineers (SAE) International on January 16, 2014, and most recently revised on April 30, 2021, defines six levels of driving automation: (1) Level 0, no automation, where all aspects of dynamic driving tasks are performed by a human driver; (2) Level 1, driver assistance, where driver assistance systems, if selected, may perform either steering or acceleration / deceleration tasks using information about the driving environment, but all remaining dynamic driving tasks are performed by a human driver; and (3) Level 2, partial automation, where one or more driver assistance systems, if selected, may perform both steering and acceleration / deceleration tasks using information about the driving environment, but all remaining dynamic driving tasks are performed by a human driver. (4) Level 3, conditional automation, where the automated driving system may, if selected, perform all aspects of the DDT with the possibility that a human driver may respond appropriately to a request to intervene; (5) Level 4, high automation, where the automated driving system may, if selected, perform all aspects of the DDT even if the human driver does not respond appropriately to a request to intervene; and (6) Level 5, full automation, where the automated driving system may perform all aspects of the DDT under all roadway and environmental conditions that can be managed by a human driver.

[0070] Vehicle 500 may include various elements. Vehicle 500 may have any combination of the various elements shown in FIG. 5 . In various embodiments, vehicle 500 may not need to include all of the elements shown in FIG. 5 . Furthermore, vehicle 500 may have elements in addition to those shown in FIG. 5 . While various elements are shown in FIG. 5 as being located within vehicle 500, one or more of the elements may be located outside vehicle 500. Furthermore, the elements shown may be physically separated by large distances. For example, as described, one or more components of the system of the present disclosure may be implemented within vehicle 500, while other components of the system may be implemented within a cloud computing environment, as described below. For example, the elements may include one or more processors 510, one or more data stores 515, a sensor system 520, an input system 530, an output system 535, a vehicle system 540, one or more actuators 550, one or more autonomous driving modules 560, a communication system 570, and a system 300 for mitigating the effects of a collision between a vehicle and an obstacle.

[0071] In one or more arrangements, one or more processors 510 may be a main processor of the vehicle 500. For example, one or more processors 510 may be an electronic control unit (ECU). For example, one or more functions and / or operations of processor 208 (shown in FIG. 2) or processor 302 (shown in FIG. 3) may be implemented by one or more processors 510.

[0072] The one or more data stores 515 may, for example, store one or more types of data. The one or more data stores 515 may include volatile and / or non-volatile memory. For example, one or more functions and / or operations of memory 210 (shown in FIG. 2) or memory 304 (shown in FIG. 3) may be implemented by one or more data stores 515. Examples of suitable memory for the one or more data stores 515 include random access memory (RAM), flash memory, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), registers, magnetic disks, optical disks, hard drives, any other suitable storage medium, or any combination thereof. The one or more data stores 515 may be components of one or more processors 510. Additionally or alternatively, the one or more data stores 515 may be operably connected to one or more processors 510 for use by the one or more processors 510. As used herein, "operably connected" includes direct or indirect connection and can include connection without direct physical contact. As used herein, the statement that a component can be "configured to" perform an operation can be understood to mean that the component does not require structural modification, but simply needs to be placed in an operational state to perform the operation (e.g., provided with power, have basic operating systems running, etc.).

[0073] In one or more arrangements, one or more data stores 515 may store map data 516. The map data 516 may include maps of one or more geographic areas. In some examples, the map data 516 may include information or data about roads, traffic control devices, road signs, structures, features, and / or landmarks within one or more geographic areas. The map data 516 may be in any suitable form. In some examples, the map data 516 may include an aerial photograph of an area. In some examples, the map data 516 includes a ground photograph of an area, which may include a 360-degree ground photograph. The map data 516 may include measurements, dimensions, distances, and / or information about one or more features included in the map data 516 and / or for other features included in the map data 516. The map data 516 may include a digital map with information about road geometry. The map data 516 may be of high quality and / or high definition.

[0074] In one or more arrangements, the map data 516 may include one or more terrain maps 517. The one or more terrain maps 517 may include information about the ground, terrain, roads, terrain surfaces, and / or other features of one or more geographic areas. The one or more terrain maps 517 may include elevation data for one or more geographic areas. The map data 516 may be of high quality and / or high definition. The one or more terrain maps 517 may define one or more ground surfaces, which may include paved roads, unpaved roads, land, and other surfaces that define a ground surface.

[0075] In one or more arrangements, the map data 516 may include one or more stationary obstacle maps 518. The one or more stationary obstacle maps 518 may include information about one or more stationary obstacles located within one or more geographic areas. A "stationary obstacle" may be a physical object whose position does not change (or does not substantially change) over a period of time and / or whose size does not change (or does not substantially change) over a period of time. Examples of stationary obstacles may include trees, buildings, curbs, fences, railings, centerlines, utility poles, statues, monuments, signs, benches, furniture, mailboxes, large rocks, and hills. A stationary obstacle may be an object that extends above ground level. One or more stationary obstacles included in the one or more stationary obstacle maps 518 may have location data, size data, dimension data, material data, and / or other data associated therewith. The one or more stationary obstacle maps 518 may include measurements, dimensions, distances, and / or information about one or more stationary obstacles. The one or more static obstacle maps 518 may be of high quality and / or high definition. The one or more static obstacle maps 518 may be updated to reflect changes in the map area.

[0076] In one or more arrangements, one or more data stores 515 may store sensor data 519. As used herein, "sensor data" may refer to any information about sensors that the vehicle 500 may include, including capabilities and other information about the sensors. The sensor data 519 may relate to one or more sensors of the sensor system 520. For example, in one or more arrangements, the sensor data 519 may include information about one or more LiDAR sensors 524 of the sensor system 520.

[0077] In some arrangements, at least a portion of the map data 516 and / or sensor data 519 may be located in one or more data stores 515 located onboard the vehicle 500. Additionally or alternatively, at least a portion of the map data 516 and / or sensor data 519 may be located in one or more data stores 515 located remotely from the vehicle 500.

[0078] The sensor system 520 may include one or more sensors. As used herein, a "sensor" may refer to any device, component, and / or system that can detect and / or sense something. The one or more sensors may be configured to detect and / or sense in real time. As used herein, the term "real time" may refer to a level of processing responsiveness that allows a particular process or decision to be made to be recognized quickly enough by a user or system, or to allow a processor to keep up with some external process.

[0079] In arrangements where the sensor system 520 includes multiple sensors, the sensors may function independently of one another. Alternatively, two or more of the sensors may function in combination with one another. In such cases, the two or more sensors may form a sensor network. The sensor system 520 and / or one or more sensors may be operatively connected to one or more processors 510, one or more data stores 515, and / or another element (including any of the elements shown in FIG. 5) of the vehicle 500. The sensor system 520 may acquire data regarding at least a portion of the vehicle 500's external environment (e.g., nearby vehicles). The sensor system 520 may include any suitable type of sensor. Various examples of different types of sensors are described herein. However, it will be understood by those skilled in the art that the embodiments are not limited to the specific sensors described herein.

[0080] The sensor system 520 may include one or more vehicle sensors 521. The one or more vehicle sensors 521 may detect, determine, and / or sense information about the vehicle 500 itself. In one or more arrangements, the one or more vehicle sensors 521 may be configured to detect and / or sense changes in the position and orientation of the vehicle 500, for example, based on inertial acceleration. In one or more arrangements, the one or more vehicle sensors 521 may include one or more accelerometers, one or more gyroscopes, an inertial measurement unit (IMU), a dead reckoning system, a global navigation satellite system (GNSS), a global positioning system (GPS), a navigation system 547, and / or other suitable sensors. The one or more vehicle sensors 521 may be configured to detect and / or sense one or more characteristics of the vehicle 500. In one or more arrangements, the one or more vehicle sensors 521 may include a speedometer for determining the current speed of the vehicle 500. For example, the functions and / or operations of one or more of accelerometer 220 (shown in FIG. 2), gyroscope 222 (shown in FIG. 2), in-cabin camera 236 (shown in FIG. 2), or microphone 238 (shown in FIG. 2) may be realized by one or more vehicle sensors 521.

[0081] Additionally or alternatively, sensor system 520 may include one or more environmental sensors 522 configured to acquire and / or detect driving environment data. As used herein, "driving environment data" may include data or information regarding the external environment in which the vehicle is located, or one or more portions thereof. For example, one or more environmental sensors 522 may be configured to detect, quantify, and / or sense obstacles in at least a portion of the external environment of vehicle 500, and / or information / data regarding such obstacles. Such obstacles may be stationary objects and / or dynamic objects. One or more environmental sensors 522 may be configured to detect, measure, quantify, and / or sense other things in the external environment of vehicle 500, such as lane markings, signs, traffic lights, traffic signals, lanes, crosswalks, curbs near vehicle 500, off-road objects, etc.

[0082] Described herein are various examples of sensors for sensor system 520. Example sensors may be part of one or more vehicle sensors 521 and / or one or more environmental sensors 522. However, it will be understood by those skilled in the art that embodiments are not limited to the particular sensors described.

[0083] In one or more arrangements, the one or more environmental sensors 522 may include one or more radar sensors 523, one or more LiDAR sensors 524, one or more sonar sensors 525, and / or one or more cameras 526. In one or more arrangements, the one or more cameras 526 may be one or more high dynamic range (HDR) cameras or one or more infrared (IR) cameras. For example, the one or more cameras 526 may be used to record real-world conditions related to items of information that may appear on a digital map. For example, the functionality and / or operation of radar device 212 (shown in FIG. 2) may be realized by one or more radar sensors 523. For example, the functionality and / or operation of LiDAR device 214 (shown in FIG. 2) may be realized by one or more LiDAR sensors 524. For example, the functionality and / or operation of forward-facing camera 216 (shown in FIG. 2) may be realized by one or more cameras 526.

[0084] Input system 530 may include any device, component, system, element, mechanism, or group thereof that allows information / data to be input into a machine. Input system 530 may receive input from a vehicle occupant (e.g., the driver or passenger). Output system 535 may include any device, component, system, element, mechanism, or group thereof that allows information / data to be presented to a vehicle occupant (e.g., the driver or passenger).

[0085] Various examples of one or more vehicle systems 540 are shown in FIG. 5 . However, it will be understood by those skilled in the art that vehicle 500 may include more, fewer, or different vehicle systems. While certain vehicle systems may be defined separately, each or any of the systems, or portions thereof, may be otherwise combined or separated within vehicle 500 via hardware and / or software. For example, one or more vehicle systems 540 may include a propulsion system 541, a braking system 542, a steering system 543, a throttle system 544, a transmission system 545, a signaling system 546, and / or a navigation system 547. Each of these systems may include one or more devices, components, and / or combinations thereof, now known or later developed. For example, the functionality and / or operation of one or more of emergency brake operator interface 224 (shown in FIG. 2 ) or brake operator interface 226 (shown in FIG. 2 ) may be implemented by brake system 542. For example, the functionality and / or operation of steering operator interface 230 (shown in FIG. 2) may be implemented by steering system 543.

[0086] Navigation system 547 may include one or more devices, applications, and / or combinations thereof, now known or later developed, configured to determine the geographic location of vehicle 500 and / or determine driving routes for vehicle 500. Navigation system 547 may include one or more map applications for determining driving routes for vehicle 500. Navigation system 547 may include a global positioning system, a local positioning system, a geolocation system, and / or combinations thereof.

[0087] The one or more actuators 550 may be any element or combination of elements operable to modify, adjust, and / or change one or more of the vehicle systems 540 or its components in response to receiving signals or other inputs from the one or more processors 510 and / or one or more autonomous driving modules 560. Any suitable actuator may be used. For example, the one or more actuators 550 may include motors, pneumatic actuators, hydraulic pistons, relays, solenoids, and / or piezoelectric actuators.

[0088] The one or more processors 510 and / or one or more autonomous driving modules 560 may be operatively connected to communicate with various vehicle systems 540 and / or their individual components. For example, the one or more processors 510 and / or one or more autonomous driving modules 560 may communicate to send and / or receive information from the various vehicle systems 540 to control the movement, speed, operation, heading, direction, etc. of the vehicle 500. The one or more processors 510 and / or one or more autonomous driving modules 560 may control some or all of these vehicle systems 540 and, therefore, may be partially or fully autonomous.

[0089] The one or more processors 510 and / or one or more autonomous driving modules 560 may be operable to control the navigation and / or operation of the vehicle 500 by controlling the vehicle systems 540 and / or one or more of its components. For example, when operating in an autonomous mode, the one or more processors 510 and / or one or more autonomous driving modules 560 may control the direction and / or speed of the vehicle 500. The one or more processors 510 and / or one or more autonomous driving modules 560 may accelerate the vehicle 500 (e.g., by increasing the supply of fuel provided to the engine), slow the vehicle 100 (e.g., by decreasing the supply of fuel to the engine and / or by applying the brakes), and / or change direction of the vehicle 100 (e.g., by turning the front two wheels). As used herein, "cause" or "causing" may mean, either directly or indirectly, to make, force, compel, direct, command, indicate, and / or enable an event or action to occur, or to make, force, compel, direct, indicate, indicate, and / or enable the event or action to at least be in a state in which such event or action can occur.

[0090] The communication system 570 may include one or more receivers 571 and / or one or more transmitters 572. The communication system 570 may receive and transmit one or more messages over one or more wireless communication channels. For example, the one or more wireless communication channels may comply with the Institute of Electrical and Electronics Engineers (IEEE) 802.11p standard for adding wireless access in vehicular environments (WAVE) (the basis for dedicated short-range communications (DSRC)), the 3rd Generation Partnership Project (3GPP®) Long Term Evolution (LTE) Vehicle-to-Everything (V2X) (LTE-V2X) standard (including the LTE Uu interface between mobile communication devices and evolved Node Bs of the Universal Mobile Telecommunications System), the 3GPP® Fifth Generation (5G) New Radio (NR) Vehicle-to-Everything (V2X) standard (including the 5G NR Uu interface), or the like. For example, the communication system 570 may include "connected vehicle" technology. "Connected vehicle" technology may include, for example, devices for exchanging communications between a vehicle and other devices over a packet-switched network. Such other devices may include, for example, another vehicle (e.g., "vehicle-to-vehicle" (V2V) technology), roadside infrastructure (e.g., "vehicle-to-infrastructure" (V2I) technology), cloud platforms (e.g., "vehicle-to-cloud" (V2C) technology), pedestrians (e.g., "vehicle-to-pedestrian" (V2P) technology), or networks (e.g., "vehicle-to-network" (V2N) technology). "Vehicle-to-everything" (V2X) technology may integrate aspects of these individual communication technologies. For example, the functionality and / or operation of communication device 218 (shown in FIG. 2 ) may be implemented by communication system 570.

[0091] Additionally, the one or more processors 510, the one or more data stores 515, and the communication system 570 may be configured to one or more of: form a micro-cloud, participate as a member of a micro-cloud, or act as a leader of a mobile micro-cloud. A micro-cloud may be characterized by the distribution of one or more computational resources or one or more data storage resources among the members of the micro-cloud for collaboration in performing operations. The members may include at least connected vehicles.

[0092] Vehicle 500 may include one or more modules, at least some of which are described herein. The modules may be implemented as computer-readable program code that, when executed by one or more processors 510, implements one or more of the various processes described herein. One or more of the modules may be components of one or more processors 510. Additionally or alternatively, one or more of the modules may be executed on and / or distributed among other processing systems to which one or more processors 510 may be operatively connected. The modules may include instructions (e.g., program logic) executable by one or more processors 510. Additionally or alternatively, one or more data stores 515 may include such instructions.

[0093] In one or more arrangements, one or more of the modules described herein may include artificial intelligence or computational intelligence elements, such as neural networks, fuzzy logic, or other machine learning algorithms. Further, in one or more arrangements, one or more of the modules may be distributed among multiple modules described herein. In one or more arrangements, two or more of the modules described herein may be combined into a single module.

[0094] The vehicle 500 may include one or more autonomous driving modules 560. The one or more autonomous driving modules 560 may be configured to receive data from the sensor system 520 and / or any other type of system capable of capturing information about the vehicle 500 and / or the vehicle's 500's external environment. In one or more arrangements, the one or more autonomous driving modules 560 may use the data to generate one or more driving scene models. The one or more autonomous driving modules 560 may determine the position and speed of the vehicle 500. The one or more autonomous driving modules 560 may determine the location of obstacles, obstacles, or other environmental features, including traffic signs, trees, shrubs, nearby vehicles, pedestrians, etc.

[0095] One or more autonomous driving modules 560 may be configured to receive and / or determine location information about obstacles in the external environment of the vehicle 500 for use by one or more processors 510 and / or one or more of the modules described herein, and to estimate the position and orientation of the vehicle 500, the vehicle's position in global coordinates, based on signals from multiple satellites or any other data and / or signals that may be used to determine the current state of the vehicle 500 or the position of the vehicle 500 relative to the vehicle's 500's environment used in creating a map or determining the position of the vehicle 500 relative to the map data.

[0096] The one or more autonomous driving modules 560 may be configured to determine one or more driving paths, current autonomous driving maneuvers for the vehicle 500, future autonomous driving maneuvers, and / or modifications to the current autonomous driving maneuvers based on data from any other suitable sources, such as data acquired by the sensor system 520, a driving scene model, and / or determinations from the sensor data 519. As used herein, a "driving maneuver" may refer to one or more actions that affect the movement of the vehicle. Examples of driving maneuvers include accelerating, decelerating, braking, turning, moving the vehicle 500 laterally, changing lanes of travel, merging into lanes of travel, and / or backing up, just to name a few possibilities. The one or more autonomous driving modules 560 may be configured to implement the determined driving maneuvers. The one or more autonomous driving modules 560 may directly or indirectly implement such autonomous driving maneuvers. As used herein, "causing" or "causing" means, either directly or indirectly, to cause, command, direct, and / or enable an event or action to occur, or to cause, command, direct, and / or enable an event or action to at least become a state in which such event or action can occur. One or more autonomous driving modules 560 may be configured to perform various vehicle functions and / or send data to, receive data from, interact with, and / or control vehicle 500 or one or more of its systems (e.g., one or more of vehicle systems 540). For example, the functions and / or operations of an automobile navigation system may be implemented by one or more autonomous driving modules 560.

[0097] Detailed embodiments are disclosed herein. However, in light of the description herein, those skilled in the art will understand that the disclosed embodiments are intended merely as examples. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a basis for the claims and as a representative basis for teaching those skilled in the art to variously employ the aspects of the present specification in substantially any suitable detailed configuration. Furthermore, the terms and phrases used herein are not intended to be limiting, but rather to provide an understandable description of possible implementations. While various embodiments are illustrated in FIGS. 1-5, the embodiments are not limited to the illustrated configurations or applications.

[0098] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments. In this regard, each block in the flowcharts or block diagrams may represent a module, segment, or portion of code, comprising one or more executable instructions that implement the specified logical function(s). In light of the description herein, those skilled in the art will appreciate that in some alternative implementations, the functions noted in the blocks may occur out of the order depicted by the figures. For example, two blocks depicted in succession may in fact be executed substantially simultaneously, or the blocks may be executed in the reverse order, depending on the functionality involved.

[0099] The above-described systems, components, and / or processes can be implemented in hardware or a combination of hardware and software, either centralized within one processing system or distributed with various elements spread across several interconnected processing systems. Any type of processing system or other apparatus configured to perform the methods described herein is suitable. A typical combination of hardware and software can be a processing system having computer-readable program code that, when loaded and executed, controls the processing system such that the processing system performs the methods described herein. The systems, components, and / or processes can also be embodied in a computer-readable storage, such as a computer program product or other data program storage device, tangibly embodying a program of instructions executable by the machine to perform the methods and processes described herein. These elements can also be embodied in an application product that comprises all the features that enable implementation of the methods described herein and that, when loaded on a processing system, can execute the methods.

[0100] Furthermore, the mechanisms described herein may take the form of a computer program product having computer-readable program code embodied in, e.g., stored on, one or more computer-readable media. Any combination of one or more computer-readable media may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. As used herein, the phrase "computer-readable storage medium" refers to a non-transitory storage medium. A computer-readable storage medium may be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination thereof. More specific examples of computer-readable storage media include, in a non-exhaustive list, the following: a portable computer diskette, a hard disk drive (HDD), a solid-state drive (SSD), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, or any suitable combination thereof. As used herein, a computer-readable storage medium may be any tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0101] Generally, a module, as used herein, includes a routine, program, object, component, data structure, etc., that performs a particular task or implements a particular data type. In a further aspect, a memory generally stores such modules. The memory associated with a module may be a buffer, or may be a cache, random access memory (RAM), ROM, flash memory, or another suitable electronic storage medium incorporated within a processor. In still a further aspect, a module, as used herein, may be implemented as an application-specific integrated circuit (ASIC), as a hardware component of a system-on-chip (SoC), as a programmable logic array (PLA), or as another suitable hardware component incorporating a defined configuration set (e.g., instructions) to perform the functions of the present disclosure.

[0102] Program code embodied on a computer-readable medium may be transmitted using any appropriate medium, including, but not limited to, wireless, wired, fiber optic, cable, radio frequency (RF), etc., or any suitable combination thereof. Computer program code for performing operations for aspects of the disclosed technology may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, Smalltalk, C++, or the like, and traditional procedural programming languages ​​such as the "C" programming language or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection to the external computer may be made (e.g., through the Internet using an Internet Service Provider).

[0103] As used herein, the terms "a" and "an" are defined as one or more. As used herein, the term "multiple" is defined as two or more than two. As used herein, the term "another" is defined as at least a second or more. As used herein, the terms "including" and / or "having" are defined as comprising (i.e., open language). As used herein, the phrase "at least one of ... or ..." refers to and includes any and all possible combinations of one or more of the associated listed items. For example, the phrase "at least one of A, B, or C" includes A only, B only, C only, or any combination thereof (e.g., AB, AC, BC, or ABC).

[0104] The aspects herein may be embodied in other forms without departing from the spirit or essential attributes thereof, and reference should accordingly be made to the following claims, rather than the foregoing specification, as indicating the scope herein. The invention disclosed in this specification includes the following aspects. [Aspect 1] 1. A system comprising: a processor; Memory and The memory comprises: a seat occupancy determination module comprising instructions that, when executed by the processor, cause the processor to determine a status of a seat with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located; a set of modules including a candidate response determination module, a candidate response evaluation module, and a controller module, the set of modules, when executed by the processor, implementing a first set of actions in response to said state being occupied; instructions for implementing a second set of actions in response to the unoccupied state; Each of the first set and the second set comprises: It is different from the vehicle's current trajectory, a set of modules for mitigating the effects of a collision between the vehicle and an obstacle; A system that remembers the following. [Aspect 2] the first set of actions comprises emergency braking of the vehicle; the second set of actions comprises at least one of: an action of a primary brake of the vehicle, or an action of a steering mechanism of the vehicle to cause the vehicle to turn. 2. The system of embodiment 1. Aspect 3 3. The system of claim 2, wherein the second set of actions comprises both the action of the primary brakes of the vehicle and the action of the steering mechanism of the vehicle to cause the vehicle to make the turn. Aspect 4 the set of modules further includes instructions for obtaining information about the first side of the vehicle indicating that a severity of injury to at least one living thing within the vehicle associated with a collision on the first side of the vehicle is less than a severity of the injury to the at least one living thing within the vehicle associated with a collision on the second side of the vehicle; 3. The system of claim 2, wherein the direction of the turn is a direction that causes the collision to occur on the first side of the vehicle. Aspect 5 the set of modules further includes instructions for obtaining information about the first side of the vehicle indicating that an economic value of the first side of the vehicle is less than an economic value of the second side of the vehicle; 3. The system of claim 2, wherein the direction of the turn is a direction that causes the collision to occur on the first side of the vehicle. Aspect 6 the set of modules further includes instructions for obtaining information about a first side of the obstacle indicating that an economic value of the first side of the obstacle is less than an economic value of the second side of the obstacle; 3. The system of claim 2, wherein the direction of the turn is a direction that causes the collision to occur on the first side of the obstacle. Aspect 7 The set of modules comprises: the first set of operations; and 10. The system of claim 1, further comprising instructions for determining the second set of actions. Aspect 8 8. The system of claim 7, wherein the set of modules further includes instructions for determining whether the first set of actions or the second set of actions more fully mitigates the effect of the collision. Aspect 9 The instructions for determining whether the first set of actions or the second set of actions will more fully mitigate the effect of the collision include: a first likelihood that the first set of actions will cause the forces generated by the vehicle's tires to be greater than the maximum force of the tires; and 9. The system of claim 8, wherein the second set of actions includes instructions for determining a second likelihood that the force generated by the tire of the vehicle will be greater than the maximum force of the tire. Aspect 10 the instructions for determining the first likelihood include instructions for determining the first likelihood from first historical proxy information, the first historical proxy information relating to initiating the first set of actions from a trajectory similar to the current trajectory; 10. The system of claim 9, wherein the instructions for determining the second likelihood include instructions for determining the second likelihood from second past proxy information, the second past proxy information relating to initiating the second set of actions from the trajectory similar to the current trajectory. Aspect 11 11. The system of claim 10, comprising: a communication device configured to receive the first historical proxy information and the second historical proxy information before executing the instructions to determine the first set of actions and the second set of actions. Aspect 12 the first historical proxy information comprises first historical sensor information obtained from the vehicle, the first historical sensor information comprising at least one of a degree of side slip of the tire or a degree of yaw rate of the vehicle; The system of aspect 10, wherein the second historical proxy information comprises second historical sensor information obtained from the vehicle, and the second historical sensor information comprises at least one of the degree of side slip of the tire or the degree of the yaw rate of the vehicle. Aspect 13 the degree of side slip is estimated from signals from an accelerometer disposed on the vehicle and from a gyroscope disposed on the vehicle; 13. The system of claim 12, wherein the degree of the yaw rate is estimated from the signal from the gyroscope. Aspect 14 the instructions to implement the first set of actions include instructions to implement the first set of actions by an advanced driver assistance system; 2. The system of claim 1, wherein the instructions to implement the second set of actions include instructions to implement the second set of actions by the advanced driver assistance system. Aspect 15 determining, by a processor, a state of a seat with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located; by the processor implementing a first set of actions in response to said state being occupied; implementing a second set of actions in response to said unoccupied state; Each of the first set and the second set comprises: It is different from the vehicle's current trajectory, mitigating the effects of a collision between the vehicle and an obstacle; and A method comprising: Aspect 16 16. The method of embodiment 15, further comprising determining, by the processor, constraints on an ability to avoid the collision between the vehicle and the obstacle. Aspect 17 17. The method of claim 16, wherein the determination regarding the constraint on the ability to avoid the collision between the vehicle and the obstacle includes determining that a stopping distance of the vehicle is greater than a distance between the vehicle and the obstacle. Aspect 18 the obstacle is moving, 18. The method of claim 17, wherein the determining of the stopping distance includes determining the stopping distance based on an estimation of a movement of the obstacle. Aspect 19 The method of claim 16, wherein determining the constraint on the ability to avoid the collision between the vehicle and the obstacle includes determining a constraint on the ability to maneuver the vehicle to avoid the collision without causing another collision, the other collision being between the vehicle and another obstacle. Aspect 20 1. A non-transitory computer-readable medium for mitigating an effect of a collision between a vehicle and an obstacle, the non-transitory computer-readable medium comprising instructions that, when executed by one or more processors, cause the one or more processors to: determining a seat status with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located; implementing a first set of actions in response to said state being occupied; implementing a second set of actions in response to said unoccupied state; Each of the first set and the second set comprises: is different from the current trajectory of the vehicle; mitigating the effects of the collision between the vehicle and the obstacle; and A non-transitory computer-readable medium for causing

Claims

1. 1. A system comprising: a processor; Memory and The memory comprises: a seat occupancy determination module comprising instructions that, when executed by the processor, cause the processor to determine a status of a seat with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located; a set of modules including a candidate response determination module, a candidate response evaluation module, and a controller module, the set of modules, when executed by the processor, implementing a first set of actions in response to said state being occupied; Implementing a second set of actions in response to said unoccupied state; each of the first set and the second set being different from a current trajectory of the vehicle to mitigate an effect of a collision between the vehicle and an obstacle; determining whether the first set or the second set will more fully mitigate the impact of the collision by determining a first likelihood that the first set will cause the relationship between the vehicle's tire and the surface in contact with the tire to be characterized as a skid, and a second likelihood that the second set will cause the relationship between the vehicle's tire and the surface in contact with the tire to be characterized as a skid; a set of modules containing instructions; A system that remembers the following.

2. the first set of actions comprises emergency braking of the vehicle; the second set of actions comprises at least one of: an action of a primary brake of the vehicle, or an action of a steering mechanism of the vehicle to cause the vehicle to turn. The system of claim 1 .

3. 3. The system of claim 2, wherein the second set of actions comprises both the action of the primary brakes of the vehicle and the action of the steering mechanism of the vehicle to cause the vehicle to make the turn.

4. The set of modules further includes instructions for obtaining information about the first side of the vehicle indicating that a severity of injury to at least one living thing within the vehicle associated with a collision on the first side of the vehicle is less than a severity of the injury to the at least one living thing within the vehicle associated with a collision on the second side of the vehicle; The system of claim 2 , wherein the direction of the turn is a direction that causes the collision to occur on the first side of the vehicle.

5. the set of modules further includes instructions for obtaining information about the first side of the vehicle indicating that the economic value of the first side of the vehicle is less than the economic value of the second side of the vehicle; The system of claim 2 , wherein the direction of the turn is a direction that causes the collision to occur on the first side of the vehicle.

6. the set of modules further includes instructions for obtaining information about a first side of the obstacle indicating that an economic value of the first side of the obstacle is less than an economic value of the second side of the obstacle; The system of claim 2 , wherein the direction of the turn is a direction that causes the collision to occur on the first side of the obstacle.

7. The set of modules comprises: the first set of operations; and The system of claim 1 , further comprising instructions for determining the second set of actions.

8. the instructions for determining the first likelihood include instructions for determining the first likelihood from first historical information, the first historical information including information relating to an orbit prior to the current orbit; 2. The system of claim 1, wherein the instructions for determining the second likelihood comprise instructions for determining the second likelihood from second historical information, the second historical information comprising information associated with a trajectory prior to the current trajectory.

9. 10. The system of claim 8, further comprising a communications device configured to receive the first historical information and the second historical information prior to executing the instructions to determine the first set of actions and the second set of actions.

10. the first past information comprises first past sensor information obtained from the vehicle, the first past sensor information comprising at least one of a degree of side slip of the tire or a degree of yaw rate of the vehicle; 9. The system of claim 8, wherein the second historical information comprises second historical sensor information obtained from the vehicle, the second historical sensor information comprising the at least one of the degree of side slip of the tire or the degree of the yaw rate of the vehicle.

11. the degree of side slip is estimated from signals from an accelerometer disposed on the vehicle and from a gyroscope disposed on the vehicle; The system of claim 10 , wherein the magnitude of the yaw rate is estimated from the signal from the gyroscope.

12. the instructions to implement the first set of actions include instructions to implement the first set of actions by an advanced driver assistance system; The system of claim 1 , wherein the instructions to implement the second set of actions include instructions to implement the second set of actions by the advanced driver assistance system.

13. determining, by a processor, a state of a seat with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located; by the processor implementing a first set of actions in response to said state being occupied; implementing a second set of actions in response to said unoccupied state; Each of the first set and the second set comprises: It is different from the vehicle's current trajectory, mitigating the effects of a collision between the vehicle and an obstacle; and by the processor determining whether the first set or the second set more fully mitigates the impact of the collision by determining a first likelihood that the first set will cause the relationship between the vehicle's tire and the surface in contact with the tire to be characterized as a skid, and a second likelihood that the second set will cause the relationship between the vehicle's tire and the surface in contact with the tire to be characterized as a skid; A method comprising:

14. The method of claim 13 , further comprising determining, by the processor, constraints on an ability to avoid the collision between the vehicle and the obstacle.

15. The method of claim 14 , wherein the determination regarding the constraint on the ability to avoid the collision between the vehicle and the obstacle comprises determining that a stopping distance of the vehicle is greater than a distance between the vehicle and the obstacle.

16. the obstacle is moving, The method of claim 15 , wherein the determining the stopping distance includes determining the stopping distance based on an estimate of the movement of the obstacle.

17. 15. The method of claim 14, wherein determining the constraints on the ability to avoid the collision between the vehicle and the obstacle comprises determining constraints on the ability to maneuver the vehicle to avoid the collision without causing another collision, the other collision being between the vehicle and another obstacle.

18. 1. A non-transitory computer-readable medium for mitigating an effect of a collision between a vehicle and an obstacle, the non-transitory computer-readable medium comprising instructions that, when executed by one or more processors, cause the one or more processors to: determining a seat status with respect to occupancy by a living being, the seat being on a first side opposite a second side on which an operator is located; implementing a first set of actions in response to said state being occupied; implementing a second set of actions in response to said unoccupied state; Each of the first set and the second set comprises: is different from the current trajectory of the vehicle; mitigating the effects of the collision between the vehicle and the obstacle; and determining whether the first set or the second set more fully mitigates the impact of the collision by determining a first likelihood that the first set will cause the relationship between the vehicle's tire and the surface in contact with the tire to be characterized as a skid, and a second likelihood that the second set will cause the relationship between the vehicle's tire and the surface in contact with the tire to be characterized as a skid; A non-transitory computer-readable medium for causing

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