Abstract:
A vehicle includes a steering wheel and a controller. The controller is configured to, in response to receiving location and speed data from other vehicles indicating an expected collision absent a trajectory change, automatically control the steering wheel to direct the vehicle along a collision avoidance path. The collision avoidance path is based on map data identifying a marking type for a traveling lane such that the path crosses the lane when the marking type is broken and does not cross the lane when the marking type is solid.

Description:
TECHNICAL FIELD 
     The present disclosure relates to collision avoidance systems for vehicles. 
     BACKGROUND 
     Vehicles may use dedicated short range communication to exchange information with other vehicles, roadway infrastructure, or other objects traveling on the roadway such as cyclists. The collision avoidance system for a vehicle may use this information to avoid obstacles, determine roadway conditions, or find alternate routes through traffic. Collision avoidance systems may also communicate information exchanged using dedicated short range communication to other vehicle control systems to aid in efficiently operating the vehicle. 
     SUMMARY 
     A system includes a controller. The controller is configured to, in response to receiving location and speed data from other vehicles indicating an expected collision absent a trajectory change, steer a vehicle to avoid the collision on a path. The path is based on map data identifying a marking type for a traveling lane such that the path crosses the lane when the marking type is broken and does not cross the lane when the marking type is solid. 
     A vehicle includes a steering wheel and a controller. The controller is configured to, in response to receiving location and speed data from other vehicles indicating an expected collision absent a trajectory change, automatically control the steering wheel to direct the vehicle along a collision avoidance path. The collision avoidance path is based on map data identifying a marking type for a traveling lane such that the path crosses the lane when the marking type is broken and does not cross the lane when the marking type is solid. 
     A control method for a vehicle includes, in response to receiving data from other vehicles indicating an expected collision absent a trajectory change, automatically steering the vehicle to avoid the collision on a path. The path is based on data identifying a marking type for a traveling lane such that the path crosses the lane when the marking type is broken and does not cross the lane when the marking type is solid. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a diagrammatic view of a vehicle having a collision avoidance system; 
         FIG. 2  is a diagrammatic view of a vehicle detecting an object using a DSRC transceiver; 
         FIG. 3  is a diagrammatic view of a vehicle generating a trajectory to pass the object; and 
         FIG. 4  is a flowchart depicting the control logic of the collision avoidance system. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations. 
       FIG. 1  depicts a vehicle  10  having a collision avoidance system  12 . The collision avoidance system  12  may instruct a controller  14  in communication with a communication transceiver  16 . The communication transceiver  16  may be configured to send and receive information indicative of the location of the vehicle  10 , the speed of the vehicle  10 , and a potential trajectory of the vehicle  10 . In at least one embodiment, the transceiver  16  may be a dedicated short range communication transceiver. The communication transceiver  16  may also use information exchange networks such as, but not limited to, Bluetooth, Wi-Fi, or any other vehicle information exchange communication system. The dedicated short range communication transceiver  16  may allow for communication from vehicle-to-vehicle (V2V), or from vehicle-to-everything (V2X) including roadway infrastructure, cyclists, or any other object that utilizes a communication transceiver  16 . 
     As will be described with more detail below, objects such as cyclists may produce unique obstacles for occupants on a roadway. Having a collision avoidance system  12  able to communicate information received from a communication transceiver  16  with a vehicle controller  14  allows for improved communication between vehicles that share the roadway and objects on the roadway. Improved communication between vehicles and objects on the roadway further aids in preventing impact events. For example, as will be described with reference to the other figures, a cyclist (not shown) may occupy a vehicle lane (not shown). The collision avoidance system  12  may use a navigation system  18  as well as a vision system  17  to exchange information, via the communication transceiver  16 , with the cyclist. The vision system  17  may use onboard cameras, ultrasonic sensors, or any other sensor that may detect vehicle surroundings. The vision system  17  may use the cameras and the ultrasonic sensors either individually or simultaneously to accurately depict the surroundings of the vehicle. The navigation system  18  may use map data and global positioning system data to transfer information such as vehicle speed, vehicle trajectory, and the roadway environment. 
     The collision avoidance system  12  uses the information transfer from the communication transceiver  16  and the vision system  17  and navigation system  18  to improve performance of the vehicle  10 . The collision avoidance system  12  communicates the information to the controller  14  in order to alert an occupant of an oncoming object, such as a cyclist, adjust the vehicle trajectory to compensate for the cyclist, or alter vehicle components, such as a brake pedal position, to adjust a vehicle position relative to the cyclist. The collision avoidance system  12  may instruct the controller  14  to adjust other vehicle systems either individually, or simultaneously as the circumstances require. The controller  14  may be configured to adjust any vehicle system, such as a steering system  20  that may aid in improving performance of the vehicle  10  based on the information received from the communication transceiver  16  of the cyclist&#39;s position, speed, or trajectory. 
     Referring to  FIGS. 2 and 3 , a schematic depiction of the vehicle  10  using the collision avoidance system  12  is shown.  FIG. 2  depicts identification of a cyclist  22  within a first lane  24  of a road  26  and an adjacent vehicle  28  within a second lane  30  of the road  26 .  FIG. 3  depicts the vehicle  10  executing the maneuver from the first lane  24  into the second lane  30  based on the information exchange between the adjacent vehicle  28  and the cyclist  22 . As will be discussed in more detail below, the collision avoidance system  12  communicates with the controller  14  and the communication transceiver  16  to obtain and analyze information to safely execute a vehicle maneuver avoiding the cyclist  22 . 
       FIG. 2  depicts identification of the cyclist  22  and arbitration between the collision avoidance system  12 , the controller  14 , and the transceiver  16 . As the vehicle  10  approaches the cyclist  22 , the transceiver  16  receives data broadcast from the cyclist  22  indicating the cyclist&#39;s  22  presence. In at least one embodiment, the transceiver  16  uses dedicated short range communication to receive the data from the cyclist  22 . This allows the transceiver  16  to begin receiving input data from the cyclist  22  within a range of approximately 300 m. Once a cyclist  22  has been identified by the transceiver  16 , the collision avoidance system  12  may use the vision system  17 , as described above, to confirm the presence of the cyclist  22 . The vision system  17  confirms the presence of the cyclist  22  as to vehicle  10  approaches and comes within range of the vision system  17 . 
     The transceiver  16  may communicate data received from the cyclist  22  such as the location and speed of the cyclist  22  to the collision avoidance system  12 . The vision system  17  also transmits the location of the cyclist  22  to the collision avoidance system  12 . Use of both the transceiver  16  and the vision system  17  gives the collision avoidance system  12  an accurate representation of at least the location of the cyclist  22 . The navigation system  18  may also provide map data to the collision avoidance system  12 . For example, the navigation system  18  may be configured to transmit map data from an external server  32  to instruct the collision avoidance system  12 . Map data from the navigation system  18  may include, but is not limited to, an indication of the first lane  24  and the second lane  30 . The navigation system  18  instructs the collision avoidance system  12  if the first lane  24  may also be considered a bike lane for the cyclist  22 . Likewise, the navigation system  18  may instruct the collision avoidance system  12  if the first lane  24  may be considered a traveling lane for the vehicle  10 . While the road  26  is depicted as having a first lane  24  and a second lane  30 , the navigation system  18  may also be configured to determine any number of lanes on the road  26 , such as a third lane  31  and a fourth lane  33 . 
     The collision avoidance system  12  compares the location data of the cyclist  22  from the transceiver  16  and the vision system  17  and the map data from the navigation system  18  to determine the location of the cyclist  22  within the first lane  24 . While depicted as a cyclist  22 , the transceiver  16  and vision system  17  with the navigation system  18  may be able to instruct the collision avoidance system  12  of any other object&#39;s existence that may impede the vehicle  10 . Once the collision avoidance system  12  identifies that the cyclist  22  is traveling in the first lane  24  and impeding the vehicle  10 , the collision avoidance system  12  analyzes the road  26 . For example, using the navigation system  18  and the vision system  17 , the collision avoidance system  12  determines a roadway characteristic  34 , such as lane markings. 
     As stated above, the navigation system may instruct the collision avoidance system  12  as to the number of lanes on the road  26  as well as the type of road  26  the vehicle  10  is traveling. The vision system  17  may be used to identify and confirm the type of lane markings  34  on the road  26 . For example, the navigation system  18  may instruct the collision avoidance system  12  that the vehicle  10  is traveling on a highway and the vision system  17  may identify the dashed yellow lines consistent with the lane markings of a highway. The vision system  17  may also be used to identify any other type of lane marking commonly used on the road  26 , such as but not limited to, double yellow lines, single white lines, or a single yellow line with an adjacent dashed yellow line. 
     The collision avoidance system  12  uses the roadway characteristics  34  from the navigation system  18  and the vision system  17  to analyze a roadway environment  36 . The collision avoidance system  12  may use input from the transceiver  16  to determine and analyze the current roadway environment  36 . The transceiver  16 , as stated above, may also be used to transmit data from an adjacent vehicle  28 , or from any other infrastructure that uses dedicated short range communication. For example, the roadway environment  36  may include data from traffic lights, stop signs, or any other infrastructure used to affect maneuvers of the vehicle  10 . The collision avoidance system  12  uses the roadway characteristics  34  and the roadway environments  36  determined from the transceiver  16 , the vision system  17 , and the navigation system  18  to analyze the environment around and external to the vehicle  10 . 
       FIG. 3  continues to depict arbitration between the collision avoidance system  12 , the controller  14 , and the transceiver  16 , as well as depicting maneuver execution of the vehicle  10 . After analyzing the environment external to the vehicle  10 , the collision avoidance system  12  determines a potential trajectory  38  for the vehicle  10 . The potential trajectory  38  may be based on the roadway environment  36  and the roadway characteristics  34  to determine a safe maneuver for the vehicle  10  avoiding the cyclist  22 . The potential trajectory  38  may be analyzed by the collision avoidance system  12  and include instances such as crossing into the second lane  30  or biasing the vehicle  10  within the first lane  24 . These determinations are again evaluated based on the roadway characteristics  34  and the roadway environments  36 , as discussed above. For example, the collision avoidance system  12  verifies that the potential trajectory  38  will not intersect with the adjacent vehicle  28  or the cyclist  22 . Likewise, the collision avoidance system  12  verifies that the potential trajectory  38  is a legal and safe maneuver for the vehicle  10 . For example, the collision avoidance system  12  verifies that the potential trajectory  38  does not cross double yellow center lane markings or does not pass while crossing an intersection at a stoplight. 
     Collision avoidance system  12  may also generate the potential trajectory  38  based on a conditional state  40  of the road  26 . For example, the collision avoidance system  12  may receive data from the transceiver  16  indicative of a roadway intrusion  42 , such as a pothole or present construction. Likewise, the collision avoidance system  12  may receive data from the navigation system  18  indicative of a roadway condition  44 , such as a recent rain or ice formation. The controller  14  may also receive input from external vehicle sensors  46  to allow the collision avoidance system to verify the roadway condition  44 . For example, a rain or temperature sensor and an ultrasonic sensor may allow the controller  14  to instruct the collision avoidance system  12  as to potential road intrusions  42  or roadway conditions  44 . The collision avoidance system  12  uses the data indicative of the roadway environment  36 , the roadway characteristics  34 , the roadway intrusions  42 , and the roadway conditions  44  to indicate a probability that the potential trajectory  38  will result in a safe and executable maneuver for the vehicle  10 . If the probability of the potential trajectory  38  is above a preset threshold, the collision avoidance system  12  may begin instructing the controller  14  to execute a maneuver for the vehicle  10 . Likewise, if the probability of the potential trajectory  38  is below the preset threshold, the collision avoidance system  12  aborts the maneuver. This will be discussed in more detail with reference to  FIG. 4 . 
     If maneuvering the vehicle  10  is probable, the collision avoidance system  12  indicates to an occupant of the pending maneuver. The collision avoidance system  12  may instruct the controller  14  to actuate an indicator  48  within a cabin  50  of the vehicle  10 . The indicator  48  may be any human machine interface component within the vehicle, such as but not limited to, an auditory warning, a visual warning, or haptic feedback provided to an occupant of the vehicle  10 . For example, the indicator  48  may include illuminating lights, producing a tone, or vibrating a vehicle component, such as a steering wheel (not shown), a pedal (not shown), or a seat (not shown). The indicator  48  may be active during all instances of execution and may use a single indication, or multiple indications throughout the maneuver execution. For example, the controller  14  may actuate the indicator  48  to illuminate a light indicating the presence of the cyclist  22 . 
     The controller  14  may then actuate the indicator  48  to produce a tone alerting the occupant that the potential trajectory  38  may either be executed or not executed to avoid the cyclist  22 . The controller  14  may also actuate the indicator  48  to provide haptic feedback on the steering wheel to alert the occupant that the vehicle  10  is crossing into the second lane  30 . The indicator  48  may also be indicative of execution of the maneuver. As by examples, the light may illuminate in the shape of a bicycle, the tone may give auditory instructions to the occupant, and the haptic feedback may be present on a side of the steering wheel adjacent to where the potential trajectory  38  may be maneuvering. By actuating the indicator  48  through all stages of execution, the collision avoidance system  12  also allows an occupant to abort the potential trajectory  38 . 
     If the probability of the potential trajectory  38  is above the threshold and an occupant has not aborted the potential trajectory  38  based on the indicator  48 , the collision avoidance system  12  maneuvers the vehicle  10 . The collision avoidance system  12  maneuvers the vehicle  10  using the controller  14 . The controller  14  may actuate vehicle systems, such as but not limited to, the steering system and the brake and accelerator pedal position systems. The controller  14  may instruct the steering system and the brake accelerator pedal position systems based upon input received from sensors within the systems. For example, the controller  14  may adjust a steering angle of the steering wheel based on input from a steering angle sensor as compared to the potential trajectory  38  provided by the collision avoidance system  12 . Likewise, the controller  14  may adjust a brake pedal position or an accelerator pedal position based on input from a wheel speed sensor or accelerometer as compared to the potential trajectory  38  provided by the collision avoidance system  12 . The controller  14 , through use of the steering system and the brake and pedal position systems, may be a lateral positioning controller  14 . The lateral positioning controller  14  uses inputs from various vehicle systems, as described above, to safely and accurately maneuver the vehicle  10  around the cyclist  22  according to the potential trajectory  38  as provided by the collision avoidance system  12 . 
     The collision avoidance system  12  may constantly monitor the controller  14 , the transceiver  16 , the vision system  17 , and the navigation system  18 . The collision avoidance system  12  constantly receives data from the transceiver  16 , the vision system  17 , and the navigation system  18  to allow for compensation during execution of the potential trajectory  38 . For example, the adjacent vehicle  28  and/or the cyclist  22  may suddenly and unexpectedly change speed or alter positions. The change in speed or altering of positions of the adjacent vehicle  28  and/or the cyclist  22  may make the potential trajectory  38  unsatisfactory. By constantly monitoring, the collision avoidance system  12  may use the transceiver  16 , the vision system  17 , and the navigation system  18  to change or abort the potential trajectory  38  based upon updated input data from the transceiver  16 , the vision system  17 , and the navigation system  18 . Constant monitoring also allows the collision avoidance system  12  to be adaptable based on the roadway environment  36 , the roadway characteristics  34 , the roadway intrusions  42 , and the roadway conditions  44 . The collision avoidance system  12  uses these inputs to abort the potential trajectory  38  if the controller  14  has not yet begun maneuvering, or to generate a second trajectory  52 , if necessary. 
     The second trajectory  52  may return the vehicle  10  to the first lane  24 , or may continue to pass the cyclist  22  if the collision avoidance system  12  determines, based on the inputs described above, that passing cyclist  22  is feasible. For example, the second trajectory  52  may include returning the vehicle  10  to a center  54  of the first lane  24  and instructing the controller  14  to adjust the speed of the vehicle  10  by changing a brake pedal position. The second trajectory  52  may also include a biasing position of the vehicle  10  away from a center  54  of the first lane  24  and crossing into the second lane  30  after the adjacent vehicle  28  has passed. The collision avoidance system  12  works in conjunction with the controller  14 , the transceiver  16 , the vision system  17 , and the navigation system  18  to account for and adapt to unexpected events that may occur during normal vehicle operation. 
     Further, while passing the cyclist  22 , the collision of avoidance system  12  may instruct the controller  14  to adjust vehicle features to ensure safe passage of the cyclist  22 . For example, the collision avoidance system  12  may instruct the controller  14  to lower a windshield wiper speed to avoid wiping excess water from the windshield onto the cyclist  22 . By instructing the controller  14  to adjust various vehicle features, the collision avoidance system ensures that the cyclist  22  is not surprised by the passing vehicle  10  and is able to maintain control as the vehicle  10  passes the cyclist  22 . The collision avoidance system  12  ensures that the vehicle  10  safely maneuvers around the cyclist  22 . 
       FIG. 4  depicts a flow chart of the control logic used by the collision avoidance system  12 . The collision avoidance system  12  uses control logic to operate as described above. However, the collision avoidance system  12  may also segment the control logic. For example, the collision avoidance system  12  may also be configured to only generate the warnings as described above, or utilize lane positioning as described above. Likewise, the control logic for the collision avoidance system  12  is described as sequential, however may be operated simultaneously. Operation of the collision avoidance system  12  may be accomplished using the steps described below in any manner or fashion that allows the collision avoidance system  12  to operate as discussed. 
     As described above, the collision avoidance system  12  constantly monitors inputs from the transceiver, the controller, the navigation system, and the vision system at  60 . The collision avoidance system  12  processes these inputs at  62  consistent with the above description. Data processing at  62  allows the collision avoidance system  12  to decide if the vehicle is approaching the cyclist at  64 . If at  64  the collision avoidance system  12  determines that the vehicle is not approaching the cyclist, the collision avoidance system returns to continually process the input data at  62 . Continual processing of the input data at  62  allows the collision avoidance system  12  to work continuously to monitor the environment of the vehicle. If at  64  the collision avoidance system  12  determines that the vehicle is approaching the cyclist, the collision avoidance system  12  alerts an occupant of the pending approach at  66 . As stated above, the alert at  66  may be an audible tone at a given frequency or auditory message spoken in a language of the occupant. In at least one other embodiment, the alert may be a visual indicator, such as illuminating a light, or a physical indicator such as haptic feedback on a seat, steering wheel, or pedal. Alerting the occupant at  66  allows the collision avoidance system  12  to inform the occupant of a possible pending maneuver. 
     The collision avoidance system  12  uses the inputs described above to determine if crossing into an adjacent lane is necessary at  68 . If the collision avoidance system  12  determines that crossing into an adjacent lane at  68  is not necessary, the collision avoidance system  12  determines if the current traveling lane of the vehicle is clear of other obstacles at  70 . If at  70  the current traveling lane is not clear of other obstacles, then the collision avoidance system  12  alerts the occupant that executing the maneuver may not be safe at  72 . As stated above, the alert at  72  may be an audible tone at a given frequency or auditory message spoken in a language of the occupant. In at least one other embodiment, the alert may be a visual indicator, such as illuminating a light, or a physical indicator such as haptic feedback on a seat, steering wheel, or pedal. After the collision avoidance system  12  aborts a potential maneuver at  72 , the control logic returns to again process the input data at  62 . If however the collision avoidance system  12  determines at  70  that the traveling lane is clear of other obstacles, the collision avoidance system  12  may dynamically adjust the position of the vehicle within the current traveling lane at  74 . Dynamically adjusting the position of the vehicle at  74  may include biasing the vehicle to either side of the center of the lane and/or adjusting the speed of the vehicle to account for the cyclist. At  76 , the collision avoidance system  12  instructs the controller to adjust the vehicle systems necessary to account for the cyclist and the control logic continues to process the input data at  62 . 
     Referring back to  68 , if the collision avoidance system  12  determines that crossing into the adjacent lane is necessary, the collision avoidance system  12  uses the inputs and environment as described above to determine if crossing into the adjacent lane is a legal maneuver at  78 . If at  78  the collision avoidance system  12  determines that crossing into the adjacent lane is not legal, the collision avoidance system  12  alerts the occupant that a maneuver will not be attempted for legal reasons at  80  and the control logic continues to process the input data at  62 . Alerting the occupant at  80  that the maneuver will not be attempted due to legal reasons, allows the occupant an opportunity to verify the accuracy of the determination made by the collision avoidance system  12  at  78 . As stated above, the alert at  80  may be an audible tone at a given frequency or auditory message spoken in a language of the occupant. In at least one other embodiment, the alert may be a visual indicator, such as illuminating a light, or a physical indicator such as haptic feedback on a seat, steering wheel, or pedal. 
     If at  78  the collision avoidance system  12  determines that crossing into the adjacent lane is a legal maneuver, the collision avoidance system then determines if crossing into the adjacent lane constitutes a safe maneuver at  82 . Again, the collision avoidance system  12  makes a determination that execution of a possible maneuver is safe at  82  based on inputs received from the vehicle systems indicative of the surrounding vehicle environment, the roadway characteristics, possible roadway of obtrusion, and the roadway condition. If the collision avoidance system  12  determines that crossing into the adjacent lane is not safe at  82 , the collision avoidance system  12  instructs the controller to alert the occupant that a maneuver will not be attempted due to safety considerations at  84  and the control logic continues to process the input data at  62 . Alerting the occupant that a maneuver may not be executed due to safety considerations at  84  allows the occupant to verify the accuracy of the determination made by the collision avoidance system  12  at  82 . This allows the occupant to override the determination at  82  and eliminates potential error of the collision avoidance system  12 . As stated above, the alert at  84  may be an audible tone at a given frequency or auditory message spoken in a language of the occupant. In at least one other embodiment, the alert may be a visual indicator, such as illuminating a light, or a physical indicator such as haptic feedback on a seat, steering wheel, or pedal. 
     If at  82  the collision avoidance system  12  determines that a maneuver may be attempted, the collision avoidance system alerts the occupant that the vehicle will execute the maneuver based on the calculated trajectory at  86 . As stated above, the alert at  86  may be an audible tone at a given frequency or auditory message spoken in a language of the occupant. In at least one other embodiment, the alert may be a visual indicator, such as illuminating a light, or a physical indicator such as haptic feedback on a seat, steering wheel, or pedal. Alerting the occupant that a vehicle maneuver will be attempted at  86  allows the occupant an opportunity to abort the maneuver. The collision avoidance system  12  will monitor preset vehicle system inputs indicative of an occupant-initiated abortion of the maneuver and determine at  88  if the occupant has signaled to abort the maneuver. The preset vehicle system inputs indicative of an occupant-initiated abortion may include, but are not limited to, depressing the brake pedal, a voice recognition feature for the occupant, or using a human machine interface to select a button on a display. 
     If at  88  the collision avoidance system  12  receives input of an occupant-initiated abortion, the maneuver will not be executed and the control logic continues to process the input data at  62 . However, if at  88  the collision avoidance system  12  does not receive input of an occupant-initiated abortion, then at  90  the collision avoidance system  12  will instruct the controller to use lateral position control and partially move into the adjacent lane, or move completely into the adjacent lane avoiding the cyclist. The collision avoidance system  12  will automatically steer the vehicle to avoid the collision on a path that is based on map data from the navigation system identifying a marking type for the traveling lane. 
     While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments may be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics may be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for particular applications.