VEHICLE CONTROL SYSTEMS FOR EVASIVE STEERING MANEUVERS

A vehicle control system for evasive steering maneuvers includes a forward object detector configured to detect objects in a driving path of a vehicle, a steering wheel configured to control a steering direction of the vehicle, a vehicle user interface configured to display a visual indication to a driver and generate audio for the driver, and a vehicle control module configured to identify, via the forward object detector, an object in the driving path of the vehicle, determine an estimated time to collision with the object, and in response to the estimated time to collision being less than a specified time threshold, execute at least one of providing a visual indication of a recommended evasive steering maneuver to the driver via the vehicle user interface, generating an audio alert of the recommended evasive steering maneuver, applying steering torque to the steering wheel to indicate the recommended evasive steering maneuver.

INTRODUCTION

The present disclosure generally relates to vehicle control systems for evasive steering maneuvers, including determining a preferred side of a vehicle for a recommended evasive steering maneuver.

A current trend in the automotive industry is to introduce safety systems for avoiding or mitigating collisions. Some of the introduced safety systems, such as Forward Collision Avoidance Systems (FCAS), are aimed at avoiding or mitigating forward collisions between a vehicle hosting such a system and an oncoming vehicle. For example, a forward collision alert may be issued to a driver when the host vehicle is quickly approaching a closest in-path vehicle or a vulnerable road user.

SUMMARY

A vehicle control system for evasive steering maneuvers includes at least one forward object detector configured to detect one or more objects in a driving path of a vehicle, a steering wheel configured to control a steering direction of the vehicle, a vehicle user interface configured to display a visual indication to a driver and generate audio for the driver, and a vehicle control module configured to identify, via the at least one forward object detector, an object in the driving path of the vehicle, determine an estimated time to collision with the object, and in response to the estimated time to collision being less than a specified time threshold, execute at least one of providing a visual indication of a recommended evasive steering maneuver to the driver via the vehicle user interface, generating an audio alert of the recommended evasive steering maneuver, applying steering torque to the steering wheel to indicate the recommended evasive steering maneuver.

In other features, the vehicle control module is configured to, in response to the estimated time to collision being less than at specified time threshold, apply steering torque to the steering wheel to rotate the steering wheel about a steering axis of the steering wheel.

In other features, the vehicle control module is configured to apply steering torque as a series of individual pulses which are spaced from one another over a time period.

In other features, the vehicle includes a steer-by-wire vehicle steering apparatus, and the vehicle control module is configured to apply steering torque to the steering wheel only without applying steering torque to wheels of the vehicle.

In other features, the vehicle control module is configured to determine whether the driver currently has at least one hand in contact with the steering wheel, and apply steering torque to the steering wheel only in response to a determination that the driver currently has at least one hand in contact with the steering wheel.

In other features, the vehicle control module is configured to, in response to the estimated time to collision being less than the specified time threshold, display the visual indication of a recommended evasive steering maneuver to the driver on a display of the vehicle user interface, and the visual indication of the recommended evasive steering maneuver includes a recommended steering direction for the recommended evasive steering maneuver.

In other features, the vehicle control module is configured to, in response to the estimated time to collision being less than the specified time threshold, generate the audio alert of the recommended evasive steering maneuver, and the audio alert of the recommended evasive steering maneuver includes a chime indicating a steering direction for the recommended evasive steering maneuver.

In other features, the vehicle control module is configured to obtain one or more vehicle operating condition parameters via one or more vehicle sensors, and determine a preferred steering direction for the recommended evasive steering maneuver, according to the one or more vehicle operating condition parameters, the preferred steering direction indicative of a left or right steering direction have a higher likelihood of safety compared to an opposite one of the left or right steering direction.

In other features, at least one the visual indication of the recommended evasive steering maneuver includes the preferred steering direction, the audio alert of the recommended evasive steering maneuver includes the preferred steering direction, or the steering torque applied to the steering wheel to indicate the recommended evasive steering maneuver includes the preferred steering direction.

In other features, determining the preferred steering direction includes applying one or more hard constraints to the one or more vehicle operating condition parameters, each of the hard constraints indicative of a parameter value that prohibits selection of a steering direction.

In other features, the one or more hard constraints include at least one of a collision with a traffic threat, crossing of a hard barrier or non-drivable space, or current vehicle motion above a safe maneuver threshold value.

In other features, determining the preferred steering direction includes applying one or more soft constraints to the one or more vehicle operating condition parameters, each of the soft constraints indicative of a parameter value indicative of lower likelihood of safety of a steering direction.

In other features, the one or more soft constraints include at least one of relative distance and motion from a traffic threat, a topology of a road on which the vehicle is travelling, and a current motion of the vehicle.

In other features, the specified time threshold is a specified second time threshold, the vehicle control module is configured to initiate a forward collision alert in response to the estimated time to collision being less than a specified first time threshold, and the specified first time threshold is greater than the specified second time threshold.

A method for recommending evasive vehicle steering maneuvers includes controlling, via a steering wheel of a vehicle, a steering direction of the vehicle, detecting, via at least one forward object detector of a vehicle, an object in a driving path of a vehicle, determining, by a vehicle control module, an estimated time to collision with the object, and in response to the estimated time to collision being less than a specified time threshold, executing at least one of providing a visual indication of a recommended evasive steering maneuver to a driver via a vehicle user interface of the vehicle, generating an audio alert of the recommended evasive steering maneuver, and applying steering torque to the steering wheel to indicate the recommended evasive steering maneuver.

In other features, the method includes applying steering torque includes applying steering torque to the steering wheel to rotate the steering wheel about a steering axis of the steering wheel.

In other features, the steering torque is applied as a series of individual pulses which are spaced from one another over a time period. In other features, the vehicle includes a steer-by-wire vehicle steering apparatus, and applying steering torque includes applying steering torque to the steering wheel only without applying steering torque to wheels of the vehicle.

In other features, the method includes determining whether the driver currently has at least one hand in contact with the steering wheel, and applying steering torque to the steering wheel only in response to a determination that the driver currently has at least one hand in contact with the steering wheel.

In other features, the method includes displaying the visual indication of a recommended evasive steering maneuver to the driver on a display of the vehicle user interface, and the visual indication of the recommended evasive steering maneuver includes a recommended steering direction for the recommended evasive steering maneuver.

DETAILED DESCRIPTION

Evasive steering is a front impact mitigation feature that becomes more effective than braking at higher closing speeds. Some example embodiments described herein provide vehicle control systems and methods for automated recommendation of an evasive steering maneuver to a driver, as a more effective collision avoidance maneuver.

For example, some drivers may not intuitively consider an evasive steering maneuver as a response to high stress, quickly evolving collision risk situations. Some example embodiments provide evasive driving maneuver recommendations or “cues” to prompt the driver to consider an evasive steering maneuver in a preferred direction (e.g., a left or right steering direction that has been determined as the safest option for an evasive steering maneuver based on sensed vehicle operation parameters and surrounding objects). These evasive steering maneuver recommendations may include, for example, steering wheel nudges via small and brief application of torque to the steering wheel, haptic seat alerts, side dependent audio chimes, side dependent visual notifications, etc.

In various implementations, the vehicle control module may ensure that all necessary conditions for evasion are met (such as no obstacles on at least one side of the vehicle), and then applies brief but noticeable steering torque to the steering wheel to cue the driver to take an evasive steering maneuver. In steer-by-wire systems, the torque may only be applied to the steering wheel, such that the road wheels/vehicle trajectory is not impacted.

In some example embodiments, the steering wheel nudge is only applied if the driver is hands-on, to avoid counter-steering reaction by the driver (e.g., if the driver is hands-off and would react to visual observing the wheel turning by grabbing the wheel and turning in the other direction). The degree of hands-on detection before applying a steering wheel torque may be calibratable.

In addition, or alternatively, a directional visual alert, audio chime, haptic feedback, etc., may be used to prompt the driver. The vehicle control module may be configured to pick a preferred side for evasion based on several factors, such as oncoming traffic, side/rear threats, barriers and safety limits. Unlike conventional alerting methods, in addition to the presence of a possible hazard, a method to avoid the hazard is suggested to the driver via a recommended evasive steering maneuver.

Example embodiments may be implemented where the vehicle control module provides an alert only and steering control is fully implemented by the driver, the vehicle can assist in completing an evasive steering maneuver after initiation by the driver, or the recommended evasive steering maneuver is fully implemented by an automated driving system of the vehicle. For example, a “driver initiation” implementation may engage and assist to complete the evasive maneuver after a driver starts the steering wheel turn, and then stabilize the vehicle after clearing the front threat.

Referring now toFIG.1, a vehicle10includes front wheels12and rear wheels13. InFIG.1, a drive unit14selectively outputs torque to the front wheels12and/or the rear wheels13via drive lines16,18, respectively. The vehicle10may include different types of drive units. For example, the vehicle may be an electric vehicle such as a battery electric vehicle (BEV), a hybrid vehicle, or a fuel cell vehicle, a vehicle including an internal combustion engine (ICE), or other type of vehicle.

Some examples of the drive unit14may include any suitable electric motor, a power inverter, and a motor controller configured to control power switches within the power inverter to adjust the motor speed and torque during propulsion and/or regeneration. A battery system provides power to or receives power from the electric motor of the drive unit14via the power inverter during propulsion or regeneration.

While the vehicle10includes one drive unit14inFIG.1, the vehicle10may have other configurations. For example, two separate drive units may drive the front wheels12and the rear wheels13, one or more individual drive units may drive individual wheels, etc. As can be appreciated, other vehicle configurations and/or drive units can be used.

The vehicle control module20may be configured to control operation of one or more vehicle components, such as the drive unit14(e.g., by commanding torque settings of an electric motor of the drive unit14). The vehicle control module20may receive inputs for controlling components of the vehicle, such as signals received from a steering wheel30, an acceleration paddle, etc. The vehicle control module20may monitor telematics of the vehicle for safety purposes, such as vehicle speed, vehicle location, vehicle braking and acceleration, etc.

The vehicle control module20may receive signals from any suitable components for monitoring one or more aspects of the vehicle, including one or more vehicle sensors (such as cameras, microphones, pressure sensors, wheel position sensors, location sensors such as global positioning system (GPS) antennas, etc.). Some sensors may be configured to monitor current motion of the vehicle, acceleration of the vehicle, steering torque, etc.

As shown inFIG.1, the vehicle10includes an optional rear object detector24, an optional front object detector26, and an optional side object detector28. In various implementations, the vehicle10may include more or less (or none) of any one of these optional sensors. Each object sensor may include any suitable camera, laser, lidar sensor, etc., which is used to detect objects around the vehicle10. In some example embodiments, a vehicle object detector may be configured to detect a closest in-path vehicle (CIPV) (e.g., another vehicle in front of a current driving path of the vehicle10), a vulnerable road user (VRU) (e.g., a pedestrian or cyclist), etc.

The vehicle control module20may communicate with another device via a wireless communication interface, which may include one or more wireless antennas for transmitting and/or receiving wireless communication signals. For example, the wireless communication interface may communicate via any suitable wireless communication protocols, including but not limited to vehicle-to-everything (V2X) communication, Wi-Fi communication, wireless area network (WAN) communication, cellular communication, personal area network (PAN) communication, short-range wireless communication (e.g., Bluetooth), etc. The wireless communication interface may communicate with a remote computing device over one or more wireless and/or wired networks. Regarding the vehicle-to-vehicle (V2X) communication, the vehicle10may include one or more V2X transceivers (e.g., V2X signal transmission and/or reception antennas).

As mentioned above, the vehicle10may include a steering wheel30. The vehicle control module20may be configured to apply steering torque to the steering wheel30to provide a steering wheel nudge, such as a slight rotation of the steering wheel30about a steering axis of the steering wheel30. For example, if the front object detector26detects a CIPV having a time to collision (TTC) of less than a specified time threshold (e.g., indicating a potential collision with the other vehicle is likely), the vehicle control module20may apply steering torque to the steering wheel30to recommend to a driver that they turn the steering wheel to take an evasive steering maneuver around the CIPV.

The vehicle control module may apply a series of pulses of steering torque to the steering wheel30to cue the driver, such as a series of approximately 200 millisecond pulses, etc. The pulses may alert the driver, without causing enough steering torque to significantly affect the steering direction of the vehicle. In some example embodiments, a single steering torque pulse may be applied to the steering wheel30.

Some vehicles may have a steer-by-wire (SBW) system, where the wheels are electronically turned according to a steering wheel input, but the steering wheel is not mechanically connected to the wheels. In that case, the vehicle control module20may be configured to apply steering torque to rotate the steering wheel30, without moving the wheels.

Some vehicles may provide hands-on detection, which includes one or more sensors for determining whether a driver currently has their hands on the wheel. In some example embodiments, the vehicle control module20may be configured to apply steering torque to the steering wheel30only after determining that a driver currently has hands on the wheel.

The vehicle10also includes a user interface22. The user interface22may include any suitable displays (such as on a dashboard, a console, or elsewhere), a touchscreen or other input devices, speakers for generation of audio, etc. In some example embodiments, the vehicle control module20may be configured to provide a visual notification of a recommended evasive steering maneuver on the user interface22, and/or generate an audio alert of the recommended evasive steering maneuver.

The vehicle control module20may be configured to determine a preferred side for the recommended evasive steering maneuver. For example, the front object detector26, the rear object detector24, the side object detector28, other vehicle sensors, etc., may be configured to obtain vehicle operation parameters including other vehicles and objects around the vehicle10, road conditions around the vehicle10, current motion of the vehicle10, etc., and determine which side (e.g., left or right) is likely to provide the safest evasive steering maneuver. Based on this determination, the vehicle control module may provide a recommended evasive steering maneuver notification on the preferred side of the vehicle10, such as a visual notification on the preferred side, an audio chime on the preferred side (or a left/right voice notification), and/or a steering wheel nudge on the preferred side by applying steering torque.

FIG.2is a diagram depicting an example implementation of the system ofFIG.1. As shown inFIG.2, a first vehicle202is approaching a second vehicle204. As the first vehicle202approaches the second vehicle204, the first vehicle202may determine an estimated time to collision (TTC) based on, for example, a distance between the first vehicle202and the second vehicle204, relative speeds of the first vehicle202and the second vehicle204, etc.

When the first vehicle202is at a first time to collision210(or first distance) from the vehicle204, a vehicle control module of the first vehicle202may issue a forward collision alert (FCA). For example, the forward collision alert may simply notify the driver that a possible forward collision risk has been identified.

At a second time to collision212(or second distance), the vehicle control module of the first vehicle202may initiate a recommended evasive steering maneuver alert. This may include, for example, applying steering torque to nudge the steering wheel, displaying a visual notification of the recommended evasive steering maneuver, generating an audio alert indicative of the recommended evasive steering maneuver, etc.

The second time to collision212may be less than the first time to collision210, or a shorter distance between the first vehicle202and the second vehicle204. In this manner, the vehicle control module may first issue a general forward collision alert, and then subsequently generate a notification of a recommended evasive steering maneuver if the first vehicle202continues to get closer to the second vehicle204after the forward collision alert.

At the point214, the driver initiates the evasive steering maneuver. For example, the driver may respond to a steering wheel nudge by turning the steering wheel such that the vehicle202follows an evasion path206to drive around the second vehicle204. The evasion path206may be manually controlled by the driver, may be automatically controlled if the vehicle is equipped with an automated driving system, etc. In some example embodiments, an indication may be provided to the driver, and if the driver initiates the evasive steering maneuver (such as by manually initiating further rotation of the steering wheel beyond a steering nudge from the vehicle control system), the automated driving system may take over to execute the remainder of the evasive steering maneuver.

For example, an automatic emergency steering (AES) window208may indicate a distance where it is determined relatively safe to execute an evasive steering maneuver. Before the AES window208, it may be safer to first apply braking before determining whether evasive steering is needed. Within the AES window208, there may be sufficient room for the first vehicle202to move to the side before it reaches the second vehicle204. After the AES window208, the first vehicle202may be too close to the second vehicle204, such that it is safer to simply apply the brakes to reduce the impact of an unavoidable collision.

FIG.3is a flowchart depicting an example process for controlling an evasive steering maneuver alert. The process may be performed by, for example, the vehicle control module20ofFIG.1. At304, the method begins by monitoring a time to collision (TTC) with a closest in-path vehicle and/or vulnerable road user.

At308, the vehicle control module is configured to determine whether the TTC is less than a specified first time threshold (e.g., five seconds, three seconds, etc.). If not, the vehicle control module returns to304to continued monitoring the time to collision.

If the vehicle control module determines at308that the TTC is less than the first threshold, control issues a forward collision alert (FCA) at312. For example, the vehicle control module may issue a general alert than a forward collision risk is present and the driver should be on alert.

At316, the vehicle control module determines whether the TTC is less than a specified time threshold. The second time threshold may be less than the specified first time threshold. For example, the first time threshold may be used for a general indication that a forward collision risk is present, while the second time threshold (e.g., two seconds, one second, less than one second, etc.) may indicate the vehicle is even closer to an object in front of the vehicle and evasive action is recommended.

If control determines at316that the TTC does not drop below the specified time threshold (e.g., because the vehicle slows down sufficiently, etc.), control proceeds to336and no further cue is presented. For example, if after the forward collision alert is generated, the driver applies the brakes and does not get closer to the object in front of the vehicle, it may not be necessary to take any further evasive steering action.

In some example embodiments, the vehicle control module may continue monitoring the TTC at316for a specified time period, and only move to336after the time period expires. For example, after a FCA is generated, the system may continue monitoring TTC. If the TTC does not drop below the specified second threshold within ten seconds after the FCA, within thirty seconds after the FCA, etc., it may be determined that the driver has avoided the possible collision event.

If the vehicle control module determines at316that the time to collision is less than the specified second time threshold, control proceeds to320to determine whether a speed of the vehicle is above a safe maneuvering threshold speed. If so, control proceeds to336and does not issue a recommended steering maneuver cue (e.g., because the vehicle is already driving too fast to safely execute a steering maneuver).

If control determines at320that the vehicle speed is safe for executing an evasive steering maneuver, control determines a preferred escape side at324. For example, one or more vehicle sensors may be used to obtain a current operation parameters of the vehicle, and a safest side of the vehicle for steering may be determined (e.g., based on the presence of other cars around the vehicle, based on current road topography, based on current movement of the vehicle, etc.).

At328, the vehicle control module is configured to determine whether and escape sides are available. For example, control may determine whether either side of the vehicle is free of other cars in other adjacent lanes, either side of the vehicle is free of road obstructions, etc. If neither side of the vehicle is determined to be safe for an evasive steering maneuver at328, control proceeds to336and does not issue a recommended steering maneuver cue.

If control determines at328that an escape side is available (e.g., because an adjacent lane is free of other vehicles or road obstructions, etc.), control proceeds to332to cue the driver of the preferred escape side, which may be a left or right side of the vehicle determined to have the safest likelihood for an evasive steering maneuver. The cue may include any suitable notification, such as the example visual indications, audio alerts and steering wheel nudge notifications described herein.

FIG.4is a flowchart depicting an example process for determining a type of alert for an evasive steering maneuver. The process may be performed by, for example, the vehicle control module20ofFIG.1. At404, the method begins by monitoring for automated emergency steering (AES) cue requests.

If an AES cue is requested at408(such as because a TTC is less than a threshold for recommending an evasive steering maneuver), control proceeds to412to determine whether a visual alert has been selected (e.g., specified in alert settings of the vehicle control module20). If so, control issues a visual alert to the driver via a vehicle user interface at416.

At420, the vehicle control module is configured to determine whether a non-visual alert has been selected. If so, control proceeds to424to issue an audio chime, a haptic alert (such as vibration of the steering wheel or vehicle seat), etc. The audio alert may include a voice indication of a recommended steering turn to the right or left, or a directional chime sound based on playing audio in different speaker sides of the vehicle, etc.

At428, the vehicle control module is configured to determine whether a driver is hands-on at432. For example, the vehicle may include one or more sensors configured to determine whether a driver currently has at least one hand on the steering wheel. If so, control proceeds to436to determine whether the vehicle has a steer-by-wire (SBW) system.

If the vehicle has a SBW system at436, control may apply steering torque to only the steering wheel, without applying any steering torque to wheels of the vehicle. If the vehicle does not have a SBW system, control may apply steering torque to the steering wheel at440which also affects steering input to the wheels via a mechanical connection.

FIG.5is graph depicting an example process for providing pulses to apply steering wheel torque. As shown inFIG.5, a series500of pulses is applied to gently rotate the steering wheel. The first pulse502, the second pulse504and the third pulse506are spaced apart from one another.

Each pulse may have a specified length, such as 200 milliseconds. The pulses may have same or different lengths, or may be spaced apart by same or different amounts. For example, pulses may increase in frequency until the driver initiates an evasive steering maneuver.

Each pulse may have a specified magnitude, such as about 2 Nm of torque. Each pulse may have a same or different magnitude. For example, each pulse may increase in force until the driver initiates an evasive steering maneuver. AlthoughFIG.5illustrates multiple pulses, in some example embodiments a single steering torque pulse may be applied to the steering wheel.

FIGS.6and7are diagrams illustrating example embodiments for determining a preferred side of the vehicle for an evasive steering maneuver. As shown inFIG.6, a first vehicle602is approaching a second vehicle604, while a third vehicle606is travelling in an oncoming lane.

In response to a vehicle control module of the first vehicle602determining that a TTC with the second vehicle604is less than a specified time threshold, for example, the vehicle control module may determine whether there are any available escape paths for the first vehicle602to steer around the second vehicle604.

For example, the vehicle control module602may determine whether a left side escape path610would result in a safe evasive steering maneuver. As shown inFIG.6, the third vehicle606is travelling in an oncoming lane, indicating that the left side escape path610is not available. A vehicle in an oncoming lane may be considered as a hard constraint which inhibits or prevents the escape path on that side from being further considered as a candidate for an evasive steering maneuver.

As shown inFIG.6, the right side escape path612would run into a road hazard608(such as a wall, a steep embankment, etc.), indicating that the right side escape path612is not available. In the example ofFIG.6, the vehicle control module may determine that no safe escape paths are available, and therefore the vehicle control module will not provide an evasive steering recommendation.

InFIG.7, the first vehicle702is approaching the second vehicle704, with a third vehicle706traveling in a same direction in an adjacent lane, up ahead of the second vehicle704. In this example, the vehicle control module of the first vehicle702may determine that both the left side escape path710and the right side escape path712are available (e.g., because there are not any hard constraints such as an oncoming vehicle or a road hazard on either side of the first vehicle702).

In this example, the vehicle control module of the first vehicle702may use one or more soft constraints to determine which of the left side escape path710and the right side escape path712is the preferred escape path (e.g., which has the higher likelihood of a safe evasive steering maneuver). The vehicle control module may determine that the right side escape path712is the preferred escape path, because although both sides have space for the first vehicle702to steer, the right side escape path712if free of any vehicles at all.

In some example embodiments, a preferred side escape path may be based on one or more of collision hard constraints, road topology hard constraints, and host vehicle motion hard constraints. Example collision hard restraints may include, but are not limited to, a collision risk with oncoming traffic, a collision risk with a side threat, a collision risk with a front threat, a collision risk with a rear threat, a collision risk with hard barriers, and a low object detection confidence.

Example road topology hard constraints may include, but are not limited to, crossing hard barriers, crossing non-drivable space, and a low lane detection confidence. Example host vehicle motion hard constraints may include, but are not limited to, a lateral velocity above a safety limit, a lateral acceleration above a safety limit, a yaw rate above a safety limit, a lateral jerk above a safety limit, steering above a safety limit, and a steering rate above a safety limit.

The hard constraints may be combined using any suitable algorithm, such as matrix operations including multiplying and summing parameter values for each constraint in each category, comparing parameters to threshold values, etc. If a side of the vehicle has a sensed parameter score for hard constraints above a hard constraint threshold value, that side may be discarded as a possible escape path due to unsafe steering maneuvers on that side of the vehicle.

In some example embodiments, soft constraints may be used to determine which side of the vehicle has a preferred (e.g., safest) escape path, when neither side has been ruled out based on the hard constraints. For example, soft constraints may include actor kinematic soft constraints, road topology soft constraints, host vehicle motion soft constraints, etc.

Example actor kinematic soft constraints may include, but are not limited to, lateral distance to front threat, longitudinal distance to front threat, lateral distance to side threat, longitudinal distance to side threat, relative velocity with side threat, relative acceleration with side threat, lateral distance to rear threat, longitudinal distance to rear threat, relative velocity with rear threat, relative acceleration with rear threat, adjacent actor predictability, and object detection confidence.

Example road topology soft constraints may include, but are not limited to, lateral distance to oncoming lane, lateral distance to road barriers, lateral distance to non-drivable space, adjacent lane width, adjacent free space, adjacent lane marker type (where dashed lane marker lines are penalized less than solid lane marker lines), adjacent barrier type, adjacent view range, adjacent lane curvature, and adjacent lane detection confidence.

Example host vehicle motion soft constraints may include, but are not limited to side overlap with front threat, lateral velocity, lateral acceleration, longitudinal velocity, longitudinal acceleration, longitudinal jerk, lateral jerk, yaw rate, yaw acceleration, steering actuation effort, and braking actuation effort.

The soft constraint parameter values may be combined using any suitable algorithm, such as matrix multiplication and addition, comparing values to thresholds, etc. Scores for left and right sides may be compared, and the side with the lowest soft constraint score may be selected as the preferred side for a recommended evasive steering maneuver (e.g., due to having a greater likelihood of safety for the steering maneuver).