Patent Publication Number: US-2021171034-A1

Title: Using shared traffic information to support adaptive cruise control (acc) between platooning vehicles

Description:
TECHNICAL FIELD 
     The embodiments herein relate generally to highway vehicle platoon maintenance management. More specifically, particular embodiments relate to commercial highway vehicle platoon maintenance management where it is desirable to determine traffic conditions around vehicles of the platoon, to share the determined traffic conditions with the other vehicles of the platoon, and to determine and share adaptive cruise control (ACC) parameters between the platooning vehicles for adjusting platoon inter-vehicle following distances based on the determined traffic conditions. Although the embodiments will be described with reference to selected particular examples, it is to be appreciated that the claimed invention is also amenable to other applications and can be equivalently extended to other embodiments and environments. 
     BACKGROUND 
     It is known that two or more vehicles moving along a roadway can cooperate as a road train or a “platoon” for mutually providing to the vehicles within the platoon various safety and efficiency benefits. A typical vehicle platoon includes a leader vehicle and one or more follower vehicles arranged serially along a single roadway lane. Larger platoons can involve many follower vehicles for providing enhanced efficiency, but ensuring the safety of to both the platooned vehicles as well as of the other non-platooning vehicles on the roadway most usually dictate the short single lane platoon incarnation. 
     The aerodynamic geometry of the vehicles within a platoon is a significant factor used in determining an ordering of the vehicles. As a general rule, a physically smaller vehicle following a physically larger vehicle will provide a greater benefit. Since commercial box trucks and tractors towing box trailers are in general taller and wider than most flatbed tractor trailer combinations, a maximum aerodynamic benefit and resultant fuel savings is realized by ordering vehicles classified this way such that the commercial box truck and tractors towing box trailers take the leader position(s) in the platoon, while the flatbed tractor trailer rigs take the follower position(s) in the platoon. 
     In addition to the above, maintaining a small distance or spacing between platooned vehicles gives greater benefit in terms of reduced energy consumption. However, holding a tight distance or spacing between platooned vehicles requires that careful attention be paid to various functional or environmental and operational characteristics and capabilities of the vehicles and other external conditions including the overall size of the platoon, weather conditions, relative braking abilities between vehicle pairs, relative acceleration abilities, relative load or cargo size and weight including required stopping distance, and the like. Special attention must also be paid to non-platooning vehicle traffic conditions near the platoon and to characteristics of the roadway such as roadway incline, decline, and turn radii. These various parameters implicate directly or indirectly the inter-vehicle safety considerations as well as the overall safety of multiple vehicle platoons. 
     In the single lane platoon incarnation described above, the vehicles participating in a platoon typically mutually cooperate to maintain a relatively fixed and constant (even or the same) distance between adjacent vehicles by exchanging deceleration command and other signals between adjacent vehicles of the platoon. On flat roadways, the even distance maintained between the vehicles is often fixed and constant in accordance with control protocols using combinations of global positioning systems (GPS) data sharing, deceleration command signal exchanges, and safety and efficiency algorithms. On graded roadways, the relatively even distance maintained between the vehicles is often modified to improve or otherwise maintain or enhance the overall safety and efficiency of the platoon. For example, the even distance maintained between the vehicles can be decreased during conditions of the platoon traversing an incline wherein the tendency of the overall platoon is to decrease speed slightly. Conversely, the even distance maintained between the vehicle can be increased during conditions of high non-platoon traffic when sudden deceleration might become necessary and in conditions of the platoon traversing a decline wherein the tendency of the overall platoon is to increase speed slightly. In any case, the relative distance between the vehicles of the platoon preferably remains substantially even, constant or the same in accordance with platoon control mechanisms and protocols in place. 
     For maintaining the preferred relatively fixed and constant (even or the same) distance between adjacent vehicles, many commercial vehicles that participate in platoons are highly sophisticated and are also equipped with adaptive cruise control (ACC) systems including forward and rearward sensors used for maintaining a safe relative distance between a host vehicle and a forward vehicle, and collision mitigation (CM) systems for avoiding or lessening the severity of impacts between a host and forward and rearward vehicles using various combinations of transmission, vehicle retarder, and foundation brake controls. 
     In addition to the above, vehicles participating in a platoon typically share their positions with other vehicles of the platoon by communicating their GPS coordinate data with other vehicles using vehicle-to-vehicle (V2V) communications (“V2V Unicast” communications), and/or vehicle-2-vehicles (V2x) communications (“V2V Multicast” communications), and/or any other suitable communications that might be available. One SAE standard is J2945 directed in general to Dedicated Short Range Communication (DSRC), and a work in process portion of that standard is J2945/6 is directed to performance requirements for cooperative adaptive cruise control and platooning. J2945/6 is intended to define the data exchange that will be necessary for coordinated platoon maneuvers, and that definition of the categories should start with differentiating between platooning and ACC, then determining message sets and performance to realize cooperative vehicles. 
     Currently, the technique for vehicles participating in a platoon to share their position with other vehicles of the platoon involves determining, by each vehicle, its own GPS coordinate data, broadcasting by each vehicle its own GPS coordinate data to all of the other vehicles of the platoon using over-the-air communications (such as the J2945/6 communications), and receiving the GPS position data from all of the other vehicles of the platoon. In this way, each vehicle of the platoon knows the position(s) of each other vehicle of the platoon. The GPS coordinate data is then used by each vehicle to, among other things, establish the relatively even distance coordinated between the vehicles as generally described above. 
     Platooning vehicles follow each other on the roadway in close proximity to each other and often at highway speeds as explained above, and for this they typically use a Radar to control the inter-vehicle distance(s). For the lateral control using automatic steering control, Lane Departure Systems track the lane markings and actively steer the vehicles between the detected lane lines and/or marks. For emergency braking situations such as Autonomous Emergency Braking (AEB) events for example, forward-directed cameras on a following vehicle detect the actuation by a forward vehicle of a rearward facing brake light so that appropriate emergency stopping or other actions can suitably be initiated. 
     Vehicles that operate on public roadways, however, sometimes encounter conditions that adversely affect the platoon including for example traffic that may be visible to some vehicles of the platoon but not visible to others. For example, a lead vehicle of a platoon might be unaware of a fast approaching vehicle from behind the platoon, while the last vehicle of the platoon could easily recognize this condition. Similarly, non-platooning vehicles alongside the center of the platoon might be viewable by only the mid-platoon vehicles at the center of the platoon while being blocked from view by the leading and trailing vehicles at the front and rear ends of the platoon, respectively. 
     Given the above, therefore, it would be helpful to provide a system and method for determining travel condition information, such as non-platooning vehicle traffic information for example, by one or more of the platooning vehicles. 
     It would further be helpful to share the non-platooning vehicle traffic information determined by one or more of the platooning vehicles with other vehicles of the platoon to provide more complete information on conditions of the roadway including the roadway traffic information. 
     It would also further be helpful to receive and use the shared information such as the traffic condition information to adjust one or more operating conditions or parameters of control of the platoon. 
     It would further be helpful use the shared traffic condition information to adjust one or more operating conditions or parameters of ACC control of the platoon to ensure that the platooning vehicles remain spaced apart by a safe distance that is adjustable based on the shared traffic condition information. 
     It would further be helpful use the shared traffic condition information to adjust one or more operating conditions or parameters of Autonomous Emergency Braking (AEB) control of the platoon to ensure that the platooning vehicles can adapt their braking actions to safely reduce their respective speeds that is adjustable based on the shared traffic condition information. 
     SUMMARY OF THE EXAMPLE EMBODIMENTS 
     The embodiments herein provide for new and improved systems and methods for determining travel condition information, such as non-platooning vehicle traffic information for example, by one or more of the platooning vehicles. 
     The embodiments herein further provide for new and improved systems and methods for sharing non-platooning vehicle traffic information determined by one or more platooning vehicles with other vehicles of the platoon to provide more complete information on conditions of the roadway including the roadway traffic information. 
     The embodiments herein still further provide for new and improved systems and methods for receiving and using shared information such as the traffic condition information to adjust one or more operating conditions or parameters of control of the platoon. 
     The embodiments herein provide further for new and improved systems and methods for adjusting one or more operating conditions or parameters of ACC control of a platoon to ensure that platooning vehicles remain spaced apart by a safe distance that is adjustable based on the shared traffic condition information. 
     The embodiments herein provide for new and improved systems and methods for using shared traffic condition information to adjust one or more operating conditions or parameters of Autonomous Emergency Braking (AEB) control of the platoon to ensure that the platooning vehicles can adapt their braking actions to safely reduce their respective speeds that is adjustable based on the shared traffic condition information 
     A system is provided supporting platoon adaptive cruise control between an associated platooning vehicle and a set of at least one other associated platooning vehicle travelling cooperatively as a platoon along an associated roadway. The system of an example includes a platoon control unit configured to be disposed in the associated platooning vehicle, a sensor unit operatively coupled with the platoon control unit, and a communication transmitter operatively coupled with the platoon control unit. The platoon control unit is in operative communication with an associated electronic control unit (ECU) of the associated platooning vehicle, and includes a processor, a non-transient memory device operatively coupled with the processor, and logic stored in the non-transient memory and executable by the processor to support the platoon ACC between the associated platooning vehicle and the set of at least one other associated vehicle travelling as the platoon along the associated roadway. The sensor unit is operable to sense a presence of one or more extra-platoon traffic vehicles relative to the associated platooning vehicle, and selectively generate extra-platoon traffic vehicle data representative of the one or more extra-platoon traffic vehicles being sensed by the sensor unit. The communication transmitter is operable to receive the extra-platoon traffic vehicle data from the platoon control unit, convert the extra-platoon traffic vehicle data into an extra-platoon traffic vehicle signal, and transmit the extra-platoon traffic vehicle signal from the associated following vehicle to the set of at least one other associated platooning vehicle travelling cooperatively as the platoon. 
     The sensor unit of the system of an example may include a forward distance sensor disposed on a forward-directed end/side of the associated platooning vehicle and operatively coupled with the platoon control unit for sensing a presence of an associated forward vehicle forward of the associated platooning vehicle, a rearward distance sensor disposed on a rearward-directed end/side of the associated platooning vehicle and operatively coupled with the platoon control unit for sensing a presence of an associated forward vehicle travelling behind the associated platooning vehicle. 
     In a further embodiment the sensor unit of the system may include a Light Detection and Ranging (LIDAR) sensor disposed on the associated platooning vehicle, wherein the LIDAR sensor is configured to sense a presence of one or more extra-platoon traffic vehicles adjacent to corresponding left and/or right lateral sides of the associated platooning vehicle. 
     In accordance with an aspect a speed sensor is operatively coupled with the platoon control unit and is operable to determine a velocity of the associated platooning vehicle and to generate a speed signal representative of the determined velocity of the associated platooning vehicle. Adaptive cruise control logic stored in the non-transient memory device is executable by the processor to determine, in accordance with the speed signal, the forward distance signal, and the extra-platoon traffic vehicle data: a nominal platooning following distance in accordance with the extra-platoon traffic vehicle data being representative of no extra-platoon traffic vehicles being sensed by the sensor unit or a de-rated nominal platooning following distance in accordance with the extra-platoon traffic vehicle data being representative of one or more extra-platoon traffic vehicles being sensed by the sensor unit. 
     In the example, the de-rated nominal platooning following distance is less than the nominal platooning following distance in a predetermined proportion based on a level of the extra-platoon traffic vehicles in accordance with the extra-platoon traffic vehicle data. Further, the platoon control unit operates to communicate the nominal platooning following distance or the de-rated nominal platooning following distance to the associated electronic control unit (ECU) of the associated platooning vehicle, for controlling a following distance from the associated platooning vehicle to a vehicle of the set of at least one other associated platooning vehicle ahead of the associated platooning vehicle. 
     Other embodiments, features and advantages of the example embodiments will become apparent from the following description of the embodiments, taken together with the accompanying drawings, which illustrate, by way of example, the principles of the example embodiments. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       In the accompanying drawings which are incorporated in and constitute a part of the specification, embodiments of the invention are illustrated, which, together with a general description of the invention given above, and the detailed description given below, serve to exemplify the embodiments of this invention. 
         FIG. 1  is a schematic depiction of operation of an exemplary platoon in accordance with the embodiments. 
         FIG. 2  is a schematic illustration of an exemplary embodiment of a data collection and communication module portion of the subject ACC support system according to the example embodiment. 
         FIG. 3  is a block diagram that illustrates a platoon control computer system suitable for executing embodiments of one or more software systems or modules that perform ACC control management and methods according to the example embodiment. 
         FIG. 4  is a schematic depiction of a set of signals used by an example following platoon vehicle to determine platooning vehicle traffic information and non-platooning vehicle traffic information for performing ACC control management and methods according to the example embodiment. 
         FIG. 5  is a flow diagram showing a method for ACC control management in accordance with an example embodiment. 
         FIG. 6  is a flow diagram showing a method of sensing and receiving non-platoon traffic data and performing ACC and Enhanced Collision Warning (ECW) in accordance with an example embodiment. 
         FIG. 7  is a flow diagram showing a method of sensing non-platoon traffic data and platoon speed and performing time to collision (TTC) and following distance determinations for Automatic Cruise Control (ACC) operations and transmitting the ACC determinations to other platooning vehicles in accordance with an example embodiment. 
         FIG. 8 a    is a graph showing a relationship between a level of non-platoon vehicle traffic and a TTC control setting in accordance with an example embodiment. 
         FIG. 8 b    is a graph showing a relationship between a level of non-platoon vehicle traffic and an ACC following distance control setting in accordance with an example embodiment. 
         FIG. 9  is a flow diagram showing a method of providing Enhanced Collison Warning (ECW) or Normal Collision Warning in a presence of an emergency condition based on non-platoon vehicle traffic. 
         FIG. 10 a    is a graph showing a relationship between a level of non-platoon vehicle traffic and levels of Autonomous Emergency Braking (AEB) in accordance with the prior art. 
         FIG. 10 b    is a graph showing a relationship between a level of non-platoon vehicle traffic and levels of Enhanced AEB in accordance with an example embodiment. 
         FIG. 11  is a schematic depiction of a platoon travelling in a roadway scenario performing ACC in accordance with an example embodiment. 
         FIG. 12  is a schematic depiction of the platoon of  FIG. 11  travelling in a different roadway scenario performing ACC in accordance with an example embodiment. 
         FIG. 13  is a schematic depiction of the platoon of  FIG. 11  travelling in a different roadway scenario performing ACC in accordance with an example embodiment. 
         FIG. 14  is a schematic depiction of the platoon of  FIG. 11  travelling in a different roadway scenario and performing a lane shift to the right maneuver in accordance with an example embodiment. 
         FIG. 15  is a schematic depiction of the platoon of  FIG. 11  travelling in a different roadway scenario and performing a lane shift to the right maneuver without taking the remaining platooning vehicles in accordance with an example embodiment. 
         FIG. 16  is a schematic depiction of the platoon of  FIG. 11  travelling in a different roadway scenario and performing a lane shift maneuver to set a block enabling the front of the platoon to thereafter lane shift left. 
         FIG. 17  is a schematic depiction of the platoon of  FIG. 11  travelling in a different roadway scenario and performing a lane shift left maneuver in accordance with an example embodiment. 
     
    
    
     DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS 
     In the following description of the present invention reference is made to the accompanying figures which form a part thereof, and in which is shown, by way of illustration, exemplary embodiments illustrating the principles of the present invention and how it is practiced. Other embodiments can be utilized to practice the present invention and structural and functional changes can be made thereto without departing from the scope of the present invention. 
     Referring now to the drawings, wherein the showings are for the purpose of illustrating the example embodiments of using non-platooning vehicle traffic data for platoon ACC control only, and not for purposes of limiting the same,  FIG. 1  illustrates a basic platoon P including a host or leader vehicle  10  in traffic with a second or follower vehicle  20  in accordance with the present disclosure. As shown, the follower vehicle  20  is traveling proximate to the leader vehicle  10  in an ordered platoon P along a two lane divided roadway  1 . The leader vehicle  10  is provided with an electronic control system  12  which includes a data collection and communication module portion  200  and a platooning control portion  300  to be described in greater detail below. Similarly, the follower vehicle  20  is also provided with an electronic control system  12 ′ which includes a data collection and communication module portion  200 ′ and a platooning control portion  300 ′. In the example embodiments to be described herein, each of the two or more vehicles comprising the various platoons that will be described include the same or equivalent electronic control system  12 , the same or equivalent data collection and communication module portion  200 , and the same or equivalent platooning control portion  300 , although other control systems having the functionality to be described herein may equivalently be used as necessary or desired. 
     In the example embodiment illustrated, the electronic control systems  12 ,  12 ′ of the respective vehicles  10 ,  20  are configured for mutually communicating signals and exchanging data between each other, and also for communicating signals and exchanging data with various other communication systems including for example a remote wireless communication system  50  and a remote satellite system  60 . These remote systems  50 ,  60  can provide, for example, global position system (GPS) data to the vehicles  10 ,  20  as desired. Other information may be provided or exchanged between the vehicles and the remote systems as well such as, for example, fleet management and control data from a remote fleet management facility, or the like (not shown). Although this functionality is provided, the embodiments herein find this remote communication, though useful, not necessarily essential wherein the embodiments herein are directed to using shared traffic information to support cooperative platoon lane changing by the platooning vehicles, autonomous emergency braking (AEB) among the platooning vehicles, adaptive cruise control (ACC) between the platooning vehicles, inter-vehicle platoon distance and/or spacing management i.e. platoon ordering and spacing, and other coordinated platoon control operations beneficially without the need to consult with or act under the direction of or in concert with the remote wireless communication system  50 , the remote satellite system  60 , the remote fleet management facility, a Network Operations Center (NOC), a Central Command Center (CCC), or the like. 
     In addition to the above, the electronic control systems  12 ,  12 ′ of each vehicle  10 ,  20  operates to perform various vehicle-to-(single)vehicle (V2V Unicast) communication (communication between a broadcasting vehicle and a single responding vehicle), as well as various vehicle-to-(multiple)vehicle (V2V Broadcast) communication (communication between a broadcasting vehicle and two or more responding vehicles), and further as well as various vehicle-to-infrastructure (V2I) communication. Preferably, the local V2V Unicast and V2V Broadcast communication follows the J2945 DSRC communications specification. In this regard, the vehicles forming the basic platoon P can communicate with each other locally for self-ordering and spacing into a platoon without the need for input from the NOC in accordance with the embodiments herein. The vehicles forming the basic platoon P can also communicate with one or more other vehicles locally without the need for input from the NOC for negotiating the one or more other vehicles into the platoon in accordance with the embodiments herein. The vehicles forming the basic platoon P can further communicate with a fleet management facility remotely as may be necessary and/or desired for ordering into a platoon in accordance with further example embodiments herein. 
     As noted above, preferably, the local V2V Unicast and V2V Broadcast communication between vehicles as will be described herein follows the J2945 DSRC communications specification. This specification at present, does not define one-to-one vehicle communications. Rather, operationally, each communication-capable vehicle sends the needed information by a broadcast to every other communication-capable vehicle within range, and the receiving vehicle(s) decide if they want to process the received message. For example only vehicles who are platoon capable and the driver has indicated, via a dashboard switch, touchscreen interface or the like, that joining a platoon is desired, that vehicle will start broadcasting and listening for the Platoon protocol messages. All other vehicles in the area will receive and ignore the platoon information. Accordingly, as will be used herein and for purposes of describing the example embodiments, “V2V Unicast” communication will refer to communication between a broadcasting vehicle and a single responding vehicle, and “V2V Broadcast communication” will refer to communication between a broadcasting vehicle and two or more responding vehicles. It is to be appreciated that “V2V Unicast” communication also refers to one-to-one direct vehicle communications as the J2945 DSRC communications specification is further developed or by use of any one or more other standards, specifications, or technologies now known or hereinafter developed. 
     With reference next to  FIG. 2 , a schematic representation of a data collection and communication module portion  200  of the subject system for using shared traffic information to support AEB, ACC, and other coordinated platoon control operations between platooning vehicles according to principles of the example embodiment is illustrated. The data collection and communication module  200  may be adapted to detect, monitor, and report a variety of operational parameters and conditions of the commercial vehicle and the driver&#39;s interaction therewith, to selectively intervene and take corrective action as may be needed or desired such as, for example, to maintain vehicle stability or to maintain the vehicle following distance relative to other vehicles within a platoon. The data collection and communication module portion  200  of the example embodiment is further adapted to sense a presence of one or more extra-platoon traffic vehicles relative to the vehicle and transmit extra-platoon traffic vehicle information to the other vehicles travelling in the platoon. The data collection and communication module portion  200  of the example embodiment is further also adapted to receive signals and data from communication module portions  200 ′ of one or more other platooning vehicles  20 ′ relating to the sensed presence by the one or more other platooning vehicles  20 ′ of one or more extra-platoon traffic vehicles relative to the one or more other platooning vehicles  20 ′. 
     In the exemplary embodiment of  FIG. 2 , the data collection and communication module  200  may include one or more devices or systems  214  for providing input data indicative of one or more operating parameters or one or more conditions of a commercial vehicle. For example, the devices  214  may be one or more sensors, such as but not limited to, one or more wheel speed sensors  216 , a lateral acceleration sensor  217 , a steering angle sensor  218 , a brake pressure sensor  219 , a vehicle load sensor  220 , a yaw rate sensor  221 , a lane departure warning (LDW) sensor or system  222 , a turn signal sensor  223 , and a tire pressure monitoring system (TPMS)  224 . The data collection and communication module  200  may also utilize additional devices or sensors in the exemplary embodiment including for example a forward distance sensor  260 , a left side distance sensor  262 , a right side distance sensor  264 , one or more rear lights such as a primary rear brake light  266 , and a Light Detection and Ranging (LIDAR) sensor  265 . Other sensors and/or actuators or energy generation devices or combinations thereof may be used or otherwise provided as well, and one or more devices or sensors may be combined into a single unit as may be necessary and/or desired. 
     The data collection and communication module  200  may also include a logic applying arrangement  230 , such as a microprocessor or controller, in communication with the one or more devices or systems  214 . The controller  230  may include one or more inputs for receiving input data from the devices or systems  214 . The controller  230  may be adapted to process the input data, compare the raw or processed input data to one or more stored threshold value(s), transform the input data into one or more other forms for further processing or for vehicle and/or platoon control or for presentation to the vehicle operator, or process the input data using logic executed by to processor of the controller, or the like. The controller  230  may also include one or more outputs for delivering control signals to one or more vehicle systems  223  based on the comparison. The control signals may instruct the systems  223  to intervene in the operation of the vehicle to initiate corrective action, and then report this corrective action to a wireless service (not shown) or simply store the data locally to be used for determining a driver quality. For example, the controller  230  may generate and send a control signal to a steering wheel braking actuator  232  for adding resistance to the ability of the driver operating the vehicle for selectively making turning the vehicle to the left or right harder or easier in accordance with the result of operations performed by turn warning logic based on inputs indicating that traffic may be located in the direction that the driver would like to turn. The controller  230  may generate and send a control signal to an engine electronic control unit or an actuating device to reduce the engine throttle  234  for slowing the vehicle down. Further, the controller  230  may send the control signal to a vehicle brake system  236 ,  238  to selectively engage the brakes. In a tractor-trailer arrangement, the controller  230  may engage the brakes on one or more wheels of a trailer portion of the vehicle  236  and/or the brakes on one or more wheels of a tractor portion of the vehicle  238 , and then report this corrective action to the wireless service or simply store the data locally to be used for determining a driver quality. A variety of corrective actions may be possible and multiple corrective actions may be initiated at the same time. 
     The controller  230  may also include a memory portion  240  for storing and accessing system information, and for storing information for effecting the platoon ACC support functionality using traffic information shared between the platooning vehicles such as for example system control logic  241  that is selectively executable by the processor or controller  230  for supporting the use of shared traffic information to support cooperative platoon lane changing by the platooning vehicles, autonomous emergency braking (AEB) among the platooning vehicles, adaptive cruise control (ACC) between the platooning vehicles, inter-vehicle platoon distance and/or spacing management i.e. platoon ordering and spacing, and other coordinated platoon control operations between the platooning vehicle and a set of one or more other vehicle(s) travelling as the platoon (P) along the associated roadway. The memory portion  240  may be separate from the controller  230  as shown or integral with the controller as may be necessary or desired. In addition, it is to be appreciated that the set of devices  214  in the form of various sensors as illustrated and controller  230  may be part of a preexisting system or use components of a preexisting system. For example, the Bendix® ABS-6™ Advanced Antilock Brake Controller with ESP® Stability System available from Bendix Commercial Vehicle Systems LLC may be installed on the vehicle. The Bendix® ESP® system may utilize some or all of the sensors described in  FIG. 2 . The logic component of the Bendix® ESP® system resides on the vehicle&#39;s antilock brake system electronic control unit, which may be used for and/or as the controller  230  of the example embodiments described herein. Therefore, many of the components to support the data collection and communication module  200  of the present invention may be present in a vehicle equipped with the Bendix® ESP® system, thus, not requiring the installation of additional components. The data collection and communication module  200 , however, may utilize independently installed components if desired. 
     The controller  230  may also include a timer portion  243  operable to time stamp one or more events and/or determine one or more timer intervals between selected one or more events. In the example embodiment, the timer is operable together with other sensor devices to determine a relative speed between the vehicle and one or more other vehicles for control of cooperative platoon lane changing by the platooning vehicles, autonomous emergency braking (AEB) among the platooning vehicles, adaptive cruise control (ACC) between the platooning vehicles, inter-vehicle platoon distance and/or spacing management i.e. platoon ordering and spacing, and other coordinated platoon control operations. 
     The data collection and communication module  200  may also include a source of input data  242  indicative of a configuration/condition of a commercial vehicle. The controller  230  may sense or estimate the configuration/condition of the vehicle based on the input data, and may select a control tuning mode or sensitivity based on the vehicle configuration/condition. The controller  230  may compare the operational data received from the sensors or systems  214  to the information provided by the tuning. The tuning of the system may include, but not be limited to: the nominal center of gravity height of the vehicle, look-up maps for lateral acceleration level for rollover intervention, look-up maps for yaw rate differential from expected yaw rate for yaw control interventions, steering wheel angle allowance, tire variation allowance, and brake pressure rates, magnitudes and maximums to be applied during corrective action. 
     A vehicle configuration/condition may refer to a set of characteristics of the vehicle which may influence the vehicle&#39;s stability (roll and/or yaw) and/or the vehicle&#39;s braking ability. As an example, in a vehicle with a towed portion, the source of input data  242  may communicate the type of towed portion. In tractor-trailer arrangements, the type of trailer being towed by the tractor may influence the vehicle stability and braking ability. This is evident, for example, when multiple trailer combinations (doubles and triples) are towed. Vehicles with multiple trailer combinations may exhibit an exaggerated response of the rearward units when maneuvering (i.e. rearward amplification). To compensate for rearward amplification, the data collection and communication module  200  may select a tuning that makes the system more sensitive (i.e. intervene earlier than would occur for a single trailer condition). The control tuning may be, for example, specifically defined to optimize the performance of the data collection and communication module for a particular type of trailer being hauled by a particular type of tractor. Thus, the control tuning may be different for the same tractor hauling a single trailer, a double trailer combination, or a triple trailer combination. 
     The type of load the commercial vehicle is carrying and the location of the center of gravity of the load may also influence vehicle stability and/or braking ability. For example, moving loads such as liquid tankers with partially filled compartments and livestock may potentially affect the turning and rollover performance of the vehicle. Thus, a more sensitive control tuning mode may be selected to account for a moving load. Furthermore, a separate control tuning mode may be selectable when the vehicle is transferring a load whose center of gravity is particularly low or particularly high, such as for example with certain types of big machinery or low flat steel bars. 
     In addition, the controller  230  is operatively coupled with one or more image capture devices shown in the example embodiment as a single camera  245  representation of one or more physical cameras disposed on the vehicle such as, for example, one camera on each corner of the vehicle. The one or more cameras  245  may be video cameras of the like as may be desired. 
     Still yet further, the data collection and communication module  200  may also include a transmitter/receiver (transceiver) module  250  such as, for example, a radio frequency (RF) transmitter including one or more antennas  252  for wireless communication of GPS data, one or more various vehicle configuration and/or condition data, and other information for sharing traffic information between platooning vehicles to support ACC according to principles of the example embodiment or for sharing the information with one or more wireless services  50 ,  60  ( FIG. 1 ) having a corresponding receiver and antenna. The transmitter/receiver (transceiver) module  250  may include various functional parts of sub portions operatively coupled with the platoon control unit including for example a communication receiver portion, a global position sensor (GPS) receiver portion, and a communication transmitter. For communication of specific information and/or data, the communication receiver and transmitter portions may include one or more functional and/or operational communication interface portions as well. 
     The controller  230  is operative to communicate the acquired data to the one or more receivers in a raw data form, that is without processing the data, in a processed form such as in a compressed form, in an encrypted form or both as may be necessary or desired. In this regard, the controller  230  may determine extra-platoon traffic data in accordance with signals obtained from the set of sensors  260 ,  262 ,  264 ,  265 , and deliver the extra-platoon traffic data to the transmitter/receiver (transceiver) module  250  for communication of the extra-platoon traffic data to the one or more other vehicles of the platoon. The controller may further combine selected ones of the vehicle parameter data values into processed data representative of higher level vehicle condition data such as, for example, data from the lateral acceleration sensor  218  may be combined with the data from the steering angle sensor  220  to determine excessive curve speed event data. Other hybrid event data relatable to the vehicle and driver of the vehicle and obtainable from combining one or more selected raw data items from the sensors includes, for example and without limitation, excessive braking event data, excessive curve speed event data, lane departure warning event data, excessive lane departure event data, lane change without turn signal event data, loss of video tracking event data, LDW system disabled event data, Autonomous Emergency Braking (AEB) data, following distance data, distance alert event data, forward collision warning event data, haptic warning event data, collision mitigation braking event data, ATC event data, ESC event data, RSC event data, ABS event data, TPMS event data, engine system event data, average following distance event data, average fuel consumption event data, and average ACC usage event data. 
       FIG. 3  is a block diagram that illustrates an example embodiment of a traffic-sensitive platooning control computer system  300  of the electronic control system  12  suitable for executing embodiments of one or more software systems or modules that perform ACC control management and methods according to the example embodiment. The example computer system  300  includes a bus  302  or other communication mechanism for communicating information, and a processor  304  coupled with the bus for processing information. The computer system includes a main memory, such as random access memory (RAM)  306  or other dynamic storage device for storing information and instructions to be executed by the processor  304 , and read only memory (ROM)  308  or other static storage device for storing static information and instructions for the processor  304 . The memory may store information for effecting the platoon ACC support functionality using traffic information shared between the platooning vehicles such as for example system control logic that is executable by the processor  304  for supporting the platoon ACC between the platooning vehicle and a set of one or more other vehicle(s) travelling as the platoon (P) along the associated roadway. A storage device  310  is also suitably provided for storing information, executable instructions, other logic, and the like. 
     The example embodiments described herein are related to the use of the computer system  300  for determining traffic condition information and sharing the information with other platooning vehicles to adjust one or more operating conditions or parameters of ACC control of the platoon to ensure that the platooning vehicles remain spaced apart by a safe distance that is adjustable based on the shared traffic condition information. The traffic condition information may be used directly by the vehicle that determines the conditions for adjusting its own operating conditions and/or adjusting its own parameters of AEB control of the platoon. The traffic condition information may additionally be shared with the other platooning vehicles to enable those other platooning vehicles adjust one or more operating conditions or parameters of AEB control of the platoon to ensure that the platooning vehicles can adapt their braking actions to safely reduce their respective speeds that is adjustable based on the shared traffic condition information. 
     The computer system may further be used for accessing, aggregating, manipulating and displaying information from multiple remote resources such as, for example, indirectly from multiple fleet vehicles  10 ,  20  and directly from multiple wireless services  50 ,  60 . Further, the embodiments described herein are related to the use of computer system  300  for accessing information from the multiple sources in selective combination with internal proprietary data such as driver sensitive data, sales, costs, expense records, travel data, and the like from within a firewall  340 . According to one implementation, information from the multiple remote public, commercial, and/or internal proprietary resources is provided by computer system  300  in response to the processor  304  executing one or more sequences of one or more instructions contained in main memory  306 . Such instructions may be read into main memory  306  from another computer-readable medium, such as storage device  310 . Execution of the sequences of instructions contained in main memory  306  causes the processor  304  to perform the process steps described herein. In an alternative implementation, hard-wired circuitry may be used in place of or in combination with software instructions to implement the invention. Thus implementations of the example embodiments are not limited to any specific combination of hardware circuitry and software. 
     In accordance with the descriptions herein, the term “computer-readable medium” as used herein refers to any non-transitory media that participates in providing instructions to the processor  304  for execution. Such a non-transitory medium may take many forms, including but not limited to volatile and non-volatile media. Non-volatile media includes, for example, optical or magnetic disks. Volatile media includes dynamic memory for example and does not include transitory signals, carrier waves, or the like. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, or any other magnetic medium, a CD-ROM, any other optical medium, punch cards, papertape, any other physical medium with patterns of holes, a RAM, PROM, and EPROM, a FLASH-EPROM, any other memory chip or cartridge, or any other tangible non-transitory medium from which a computer can read. 
     In addition and further in accordance with the descriptions herein, the term “logic”, as used herein with respect to the Figures, includes hardware, firmware, software in execution on a machine, and/or combinations of each to perform a function(s) or an action(s), and/or to cause a function or action from another logic, method, and/or system. Logic may include a software controlled microprocessor, a discrete logic (e.g., ASIC), an analog circuit, a digital circuit, a programmed logic device, a memory device containing instructions, and so on. Logic may include one or more gates, combinations of gates, or other circuit components. The term “logic” as used herein does not embrace transitory signals. 
     The platooning control computer system  300  includes a communication interface  318  coupled with the bus  302 . The communication interface  318  provides a two-way data communication coupling to a network link  320  that is connected to local network  322 . For example, communication interface  318  may be an integrated services digital network (ISDN) card or a modem to provide a data communication connection to a corresponding type of telephone line. As another example, communication interface  318  may be a local area network (LAN) card to provide a data communication connection to a compatible LAN. Wireless links may also be implemented. In any such implementation, communication interface  318  sends and receives electrical, electromagnetic or optical signals that carry digital data streams representing various types of information. 
     Network link  320  typically provides data communication through one or more networks to other data devices. For example, network link  320  may provide a connection through local network  322  to a host computer  324  supporting a database  325  storing internal proprietary data and/or to data equipment operated by an Internet Service Provider (ISP)  326 . ISP  326  in turn provides data communication services through the Internet  328 . Local network  322  and Internet  328  both use electric, electromagnetic or optical signals that carry digital data streams. The signals through the various networks and the signals on network link  320  and through communication interface  318 , which carry the digital data to and from the traffic-sensitive platooning control computer system  300 , are exemplary forms of carrier waves transporting the information. 
     The computer system  300  can send messages and receive data, including program code, through the network(s), network link  320  and communication interface  318 . In the Internet-connected example embodiment, the computer system  300  is operatively connected with a plurality of external public, private, governmental or commercial servers (not shown) as one or more wireless services  50 ,  60  configured to execute a web application in accordance with the example embodiment to be described below in greater detail. In the example embodiment shown, the first server  330  is coupled with a database  350  storing selected data received by a first wireless service such as for example data from a first telematics supplier, the second first server  332  is coupled with a database  352  storing selected data received by a second wireless service such as for example data from a second telematics supplier, and the third server  334  is coupled with a database  354  storing selected proprietary data and executable code for performing the web application. The traffic-sensitive platooning control computer system  300  is operative to selectively transmit a request for data to be selectively retrieved from the respective databases  350 ,  352 ,  354  through Internet  328 , ISP  326 , local network  322  and communication interface  318  or to receive selected data pushed from the databases  350 ,  352 ,  354 , or by both means in accordance with the example embodiments. The received data is processed executed by the processor  304  as it is received, and/or stored in storage device  310 , or other non-volatile storage for later processing or data manipulation. 
     Although traffic-sensitive platooning control computer system  300  is shown in  FIG. 3  as being connectable to a set of three (3) servers,  330 ,  332 , and  334 , those skilled in the art will recognize that system  300  may establish connections to multiple additional servers on Internet  328 . Each such server in the example embodiments includes HTTP-based Internet applications, which may provide information to computer system  300  upon request in a manner consistent with the present embodiments. 
     Selectively locating the proprietary commercial data in database  325  within the firewall  340  is advantageous for numerous reasons including enabling rapid comprehensive local queries without substantial network overhead. However, it is important to maintain the accuracy of the data by performing update or refresh operations on a schedule based on the characteristics of the desired data or on the data requirements of a particular query. 
     The platooning control computer system  300  suitably includes several subsystems or modules to perform the platoon control and management for supporting ACC between the platooning vehicles to account for non-platooning vehicle traffic as set forth herein. A primary purpose of the subject application is to provide platoon control and management for arranging two or more vehicles cooperatively travelling as a platoon along an associated roadway into a platoon arrangement, to control the gap distances therebetween, in accordance with their relative braking capabilities and other brake-related performance characteristics and based on traffic information that is obtained and shared between platooning vehicles to support ACC. 
       FIG. 4  is a schematic depiction of a set of signals used by an example following platoon vehicle to determine platooning vehicle traffic information and non-platooning vehicle traffic information for performing ACC control management and methods according to the example embodiment. The platoon P includes a forward lead vehicle  10 , an intermediary following vehicle  20 , and a rearward trailing vehicle  30  travelling together in a roadway scenario  400  including a first non-platooning vehicle  410  and a second non-platooning vehicle  420 . It is to be appreciated that each of the lead, following, and trailing vehicles  10 ,  20 ,  30  are equivalently equipped in accordance with the example embodiment, only the intermediate following vehicle  20  will be discussed for ease of description. In the roadway scenario  400  as shown, the first non-platooning vehicle  410  is to the left of the following vehicle  20 , and the second non-platooning vehicle  420  is to the right of the following vehicle  20 . In accordance with the example embodiments herein each of the vehicles is equipped with a sensor unit  214  ( FIG. 2 ) operatively coupled with the platoon control unit  230 ,  300 , wherein the sensor unit includes several various sensors operable to sense, among other things, a presence, location, speed, and other parameters of one or more extra-platoon traffic vehicles  410 ,  420  relative to the platooning vehicle  10 ,  20 ,  30 , and to selectively generate extra-platoon traffic vehicle data representative of the parameters of the one or more extra-platoon traffic vehicles being sensed by the sensor unit. In addition in accordance with the example embodiments herein each of the vehicles is further equipped with a communication transmitter  250  operatively coupled with the platoon control unit  230 ,  300  as described in connection with  FIG. 2 , wherein the communication transmitter is operable to receive, from the platoon control unit, the extra-platoon traffic vehicle data, convert the extra-platoon traffic vehicle data into an extra-platoon traffic vehicle signal, and transmit the extra-platoon traffic vehicle signal from the platooning vehicle  20  to the set of other platooning vehicles  10 ,  30 . 
     ½ claim  8  With continued reference to  FIG. 4 , the sensor unit  214  disposed on the following vehicle  20  includes a forward distance sensor  260  located at a forward-directed end/side of the platooning vehicle  20 . The forward distance sensor  260  is operatively coupled with the platoon control unit  300  of the following vehicle  20  and is configured to sense a presence of a (platooning) vehicle  10  forward of the following (platooning) vehicle  20 , determine a forward distance FWD_Dist between the platooning vehicle  20  and the sensed forward vehicle  10 , and generate a forward distance signal FWD_Dist_Sig representative of the determined forward distance FWD_Dist between the platooning vehicle  20  and the sensed forward vehicle  10 . 
     ½ claim  2  In accordance with the example embodiment, the sensor unit  214  disposed on the following vehicle  20  further includes a left side sensor  262  disposed on a left lateral side of the platooning vehicle  20 . The left side sensor  262  is configured to sense a presence of one or more extra-platoon traffic vehicles  410  adjacent to a corresponding left lateral side of the platooning vehicle  20 , and to selectively generate left side extra-platoon traffic vehicle data L_EP_TV_Data representative of the one or more extra-platoon traffic vehicles  410  adjacent to a corresponding left lateral side of the platooning vehicle  20  being sensed by the sensor unit  214 . 
     ½ claim  2  Further in accordance with the example embodiment, the sensor unit  214  disposed on the following vehicle  20  further includes a right side sensor  264  disposed on a right lateral side of the platooning vehicle  20 . The right side sensor  264  is configured to sense a presence of one or more extra-platoon traffic vehicles  420  adjacent to a corresponding right lateral side of the platooning vehicle  20 , and to selectively generate right side extra-platoon traffic vehicle data L_EP_TV_Data representative of the one or more extra-platoon traffic vehicles  420  adjacent to a corresponding right lateral side of the platooning vehicle  20  being sensed by the sensor unit  214 . 
     Yet still further in accordance with the example embodiment, the sensor unit  214  disposed on the following vehicle  20  further includes a Light Detection and Ranging (LIDAR) sensor  265  disposed on the platooning vehicle  20 . The LIDAR sensor  265  is configured to sense a presence of one or more extra-platoon traffic vehicles  410 ,  420  adjacent to corresponding left and right lateral sides of the platooning vehicle  20  and front and rear areas of the platooning vehicle  20 . The LIDAR sensor  265  selectively generates left side extra-platoon traffic vehicle data representative of the one or more extra-platoon traffic vehicles  410  adjacent to a corresponding left lateral side of the platooning vehicle  20 , right side extra-platoon traffic vehicle data representative of the one or more extra-platoon traffic vehicles  420  adjacent to a corresponding right lateral side of the platooning vehicle  20 , front extra-platoon traffic vehicle data representative of one or more extra-platoon traffic vehicles adjacent to a forward area of the platooning vehicle  20 , and rear extra-platoon traffic vehicle data representative of one or more extra-platoon traffic vehicles adjacent to a rearward area of the platooning vehicle  20 . 
     The following vehicle  210  further includes a speed sensor  216  operatively coupled with the platoon control unit  200 ,  300 . The speed sensor  216  is operable to determine a velocity of the platooning vehicle  20 , and to generate a speed signal Speed_Sig representative of the determined velocity of the platooning vehicle. The control logic  241  of the following vehicle  210  further includes adaptive cruise control (ACC) logic stored in the non-transient memory device  240 . The ACC logic is executable by the processor  230 ,  304  to determine, in accordance with the speed signal Speed_Sig, the forward distance signal FWD_Dist_Sig, and the extra-platoon traffic vehicle data EP_TV_Data, a nominal platooning following distance NOM_Follow_Dist or a de-rated nominal platooning following distance Derate_NOM_Follow_Dist. In accordance with the example embodiment, the nominal platooning following distance NOM_Follow_Dist is determined in accordance with the extra-platoon traffic vehicle data EP_TV_Data being representative of no extra-platoon traffic vehicles (TVs) being sensed by the sensor unit  214 . Further in accordance with the example embodiment, the de-rated nominal platooning following distance Derate_NOM_Follow_Dist is determined in accordance with the extra-platoon traffic vehicle data EP_TV_Data being representative of one or more extra-platoon traffic vehicles (TVs) being sensed by the sensor unit  214 . In the example embodiment, the de-rated nominal platooning following distance Derate_NOM_Follow_Dist is less than the nominal platooning following distance NOM_Follow_Dist in a predetermined proportion based on a level of the extra-platoon traffic vehicles (TVs) in accordance with the extra-platoon traffic vehicle data EP_TV_Data. 
     The example embodiments described herein are related to the use of the computer system  300  for determining traffic condition information and sharing the information with other platooning vehicles to adjust one or more operating conditions or parameters of ACC control of the platoon to ensure that the platooning vehicles remain spaced apart by a safe distance that is adjustable based on the shared traffic condition information. The traffic condition information may be additionally be shared with the other platooning vehicles to adjust one or more operating conditions or parameters of AEB control of the platoon to ensure that the platooning vehicles can adapt their braking actions to safely reduce their respective speeds that is adjustable based on the shared traffic condition information. In this regard, the platooning control unit  300  of the example embodiment operates to communicate the nominal platooning following distance NOM_Follow_Dist or the de-rated nominal platooning following distance Derate_NOM_Follow_Dist to an associated electronic control unit (ECU) of the platooning vehicle  20  for controlling a following distance from the platooning vehicle  20  to a vehicle of the set of at least one other associated platooning vehicle  10  ahead of the associated platooning vehicle  20 . 
     In addition to the above, the left and right side sensors  262 ,  264  may detect non-platooning vehicles  410 ,  420  to the left and right sides of the following platooning vehicle  20 . Here, the communication transmitter  250  is operable to receive, from the platooning control unit  300 , the left side extra-platoon traffic vehicle data L_EP_TV_Data and the right side extra-platoon traffic vehicle data R_EP_TV_Data, convert the left side extra-platoon traffic vehicle data L_EP_TV_Data into a left side extra-platoon traffic vehicle signal L_EP_TV_Sig, convert the right side extra-platoon traffic vehicle data R_EP_TV_Data into a right side extra-platoon traffic vehicle signal R_EP_TV_Sig, and transmit the left and right side extra-platoon traffic vehicle signals L_EP_TV_Sig, R_EP_TV_Sig from the following vehicle  20  to the set of other platooning vehicles  10 ,  20  travelling cooperatively as the platoon P. 
     Still yet in addition to the above, the LIDAR sensor  265  may sense the presence of the one or more extra-platoon traffic vehicles  410 ,  420  adjacent to corresponding left and right lateral sides of the platooning vehicle  20  and front and rear areas of the platooning vehicle  20 . In accordance with the example embodiment, the communication transmitter  250  ( FIG. 2 ) is operable to receive, from the platoon control unit, the left side extra-platoon traffic vehicle data L_EP_TV_Data and the right side extra-platoon traffic vehicle data R_EP_TV_Data, convert the left side extra-platoon traffic vehicle data L_EP_TV_Data into a left side extra-platoon traffic vehicle signal L_EP_TV_Sig, convert the right side extra-platoon traffic vehicle data R_EP_TV_Data into a right side extra-platoon traffic vehicle signal R_EP_TV_Sig, and transmit the left and right side extra-platoon traffic vehicle signals L_EP_TV_Sig, R_EP_TV_Sig from the associated following vehicle  20  to the set of at least one other associated platooning vehicles  10 ,  30  travelling cooperatively as the platoon P. In this way, the electronic control system  12 ′ of the vehicle including the data collection and communication module portion  200 ′ and the platooning control portion  300 ′ may share the obtained or otherwise learned traffic information with the other vehicles of the platoon. 
     Having the left and/or right side extra-platoon traffic vehicle present data L_EP_TV_P_Data, R_EP_TV_P_Data in hand, the logic  241  stored in the non-transient memory device  240  in accordance with an embodiment includes blind spot warning logic executable by the processor to determine a velocity and a position of the one or more extra-platoon traffic vehicles (TVs) adjacent to the left and/or right lateral sides of the associated platooning vehicle  20  based on the left and/or right side extra-platoon traffic vehicle present data L_EP_TV_P_Data, R_EP_TV_P_Data. The blind spot warning logic is executed by the processor to selectively generate velocity data TV_VELOCITY_Data representative of the determined velocity of the one or more extra-platoon traffic vehicles (TVs) and position data TV_POSITION_Data representative of the determined position of the one or more extra-platoon traffic vehicles (TVs). In the example embodiment, the communication transmitter  250  is operable to receive the velocity data TV_VELOCITY_Data and the position data TV_POSITION_Data from the platoon control unit, and transmit the velocity data TV_VELOCITY_Data and the position data TV_POSITION_Data from the associated following vehicle  20  to the set of other associated platooning vehicles  10 ,  30  travelling cooperatively as the platoon. 
     In accordance with the example embodiments herein, several various sensors are operable to sense, among other things, a presence, location, speed, and other parameters of one or more extra-platoon traffic vehicles  410 ,  420  relative to the platooning vehicle  10 ,  20 ,  30 , and to selectively generate extra-platoon traffic vehicle data representative of the parameters of the one or more extra-platoon traffic vehicles being sensed by the sensor unit. In this regard and with respect to the distance parameter, the left side sensor  262  is configured to determine a left side distance L_Side_Dist between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  410  at the left lateral side of the associated platooning vehicle  20 , and selectively generate left lateral side distance data L_Side_Dist_Data representative of the determined left lateral side distance L_Side_Dist between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  410  at the left lateral side of the associated platooning vehicle  20 . Similarly, the right side sensor  264  is configured to determine a right side distance R_Side_Dist between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  420  at the right lateral side of the associated platooning vehicle  20 , and selectively generate a right lateral side distance data L_Side_Dist_Data representative of the determined right lateral side distance L_Side_Dist between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  420  at the right lateral side of the associated platooning vehicle  20 . The the communication transmitter  250  ( FIG. 2 ) is operable to receive, from the platoon control unit, the left lateral side distance data L_Side_Dist_Data and/or the right lateral side distance data R_Side_Dist_Data, selectively convert the left lateral side distance data L_Side_Dist_Data into a left lateral side distance signal L_Side_Dist_Sig, selectively convert the right lateral side distance data R_Side_Dist_Data into a right lateral side distance signal R_Side_Dist_Sig, and transmit the left and/or right lateral side distance signals L_Side_Dist_Sig, R_Side_Dist_Sig from the associated following vehicle  20  to the set of at least one other associated platooning vehicles  10 ,  30  travelling cooperatively as the platoon. 
     With regard to the speed parameter in accordance with the example embodiments herein, the left side sensor  262  is configured to determine a left side speed L_Side_Speed between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  410  at the left lateral side of the associated platooning vehicle  20 , and selectively generate left side speed data L_Side_Speed_Data representative of the determined left side speed L_Side_Speed between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  410  at the left lateral side of the associated platooning vehicle  20 . Similarly, the right side sensor  264  is configured to determine a right side speed R_Side_Speed between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  420  at the right lateral side of the associated platooning vehicle  20 , and selectively generate right side speed data L_Side_Speed_Data representative of the determined right side speed L_Side_Speed between the associated platooning vehicle  20  and the sensed one or more extra-platoon traffic vehicles  420  at the right lateral side of the associated platooning vehicle  20 . The communication transmitter  250  is operable to receive, from the platoon control unit, the left side speed data L_Side_Speed_Data and/or the right side speed data R_Side_Speed_Data, selectively convert the left side speed data L_Side_Speed_Data into a left side speed signal L_Side_Speed_Sig, selectively convert the right side speed data R_Side_Speed_Data into a right side speed signal R_Side_Speed_Sig, and transmit the left and/or right side speed signals L_Side_Speed_Sig, R_Side_Speed_Sig from the associated following vehicle  20  to the set of at least one other associated platooning vehicle  10 ,  30  travelling cooperatively as the platoon. 
     The blind spot warning logic stored in the non-transient memory device  240  is further executable by the processor  230 ,  304  to determine, in accordance with an example embodiment, whether the one or more extra-platoon traffic vehicles  410 ,  420  adjacent to the left and/or right lateral sides of the associated platooning vehicle  20  is in a blind zone of the associated platooning vehicle  20  blocked from view of a driver operating the associated platooning vehicle  20  based on one or more of the left and/or right side extra-platoon traffic vehicle present data L_EP_TV_P_Data, R_EP_TV_P_Data, the left and/or right lateral side distance data L_Side_Dist_Data, L_Side_Dist_Data, and/or the left and/or right side speed data L_Side_Speed_Data, L_Side_Speed_Data. The blind spot warning logic stored in the non-transient memory device  240  is further executable by the processor  230 ,  304  to selectively generate blind zone data ZONE_Data representative of the one or more extra-platoon traffic vehicles  410 ,  420  being in the blind zone of the associated platooning vehicle  20 . The communication transmitter  250  is operable to receive, from the platoon control unit, the blind zone data ZONE_Data, and to transmit the blind zone data ZONE_Data from the associated following vehicle  20  to the set of at least one other associated platooning vehicle  10 ,  30  travelling cooperatively as the platoon. 
       FIG. 5  is a flow diagram showing a method for ACC control management in accordance with an example embodiment. In step  512 , the system may determine the presence of one or more non-platoon vehicle(s) using the techniques and sensor systems described above. In step  514 , the system may calculate and communicate non-platoon vehicle information to other platoon vehicles. In step  516 , the system of a first vehicle of the platoon may receive an automatic cruise control (ACC) command from a second vehicle of the platoon. In step  518 , the system of the first vehicle may execute a platooning operation using ACC command received from the second other vehicle. In step  520 , the system of the first platooning vehicle may receive an enhanced collision warning (ECW) command from a second vehicle of the platoon. In step  522 , the system of the first platooning vehicle may execute a platooning operation using the ECW command received from the second other vehicle. 
       FIG. 6  is a flow diagram showing a method of sensing and receiving non-platoon traffic data and performing ACC and Enhanced Collision Warning (ECW) in accordance with an example embodiment. In step  610 , the electronic control system  12 ′ of the vehicle  20  including the data collection and communication module portion  200 ′ and the platooning control portion  300 ′ may sense non-platooning vehicle traffic in a manner described above. The electronic control system  12 ′ of the vehicle  20  may in step  612  calculate and store first traffic data locally for purposes of operating the vehicle  20  in accordance with the obtained non-platooning vehicle traffic data. In step  620 , the electronic control system  12 ′ of the vehicle  20  may receive non-platooning vehicle traffic data from one or more of the other platooning vehicles  10 ,  30  in a manner described above. The electronic control system  12 ′ of the vehicle  20  may in step  622  calculate and store the non-platooning vehicle traffic data received from the one or more other platooning vehicles  10 ,  30  as second traffic data locally for purposes of operating the  20  vehicle in accordance with the obtained non-platooning vehicle second traffic data. In step  630 , the electronic control system  12 ′ of the vehicle  20  including the data collection and communication module portion  200 ′ and the platooning control portion  300 ′ operates to perform ACC in accordance with the example embodiment and as will be described below in further detail and with reference to  FIG. 7 . In addition, in step  640 , the electronic control system  12 ′ of the vehicle  20  operates to perform ECW in accordance with the example embodiment and as will be described below in further detail and with reference to  FIG. 9 . 
     ACC Control 
     As described above, embodiments herein are directed to using shared traffic information to support cooperative coordinated platoon control operations including adaptive cruise control (ACC) operations between the platooning vehicles beneficially without the need to consult with or act under the direction of or in concert with the remote wireless communication system  50 , the remote satellite system  60 , the remote fleet management facility, a Network Operations Center (NOC), a Central Command Center (CCC), or the like. In this regard, the sensor unit  214  of the platoon control unit  300  of the platoon control system  12  includes a forward distance sensor  260  disposed on a forward-directed end/side of the associated platooning vehicle  20 , and a speed sensor  216  In addition in the example embodiment, adaptive cruise control (ACC) logic is stored in the non-transient memory  240 . In the embodiment, the forward distance sensor  260  is operable to sense a presence of an associated forward vehicle  10  forward of the associated platooning vehicle  20 , determine a forward distance FWD_Dist between the associated platooning vehicle  20  and the sensed associated forward vehicle  10 , and generate a forward distance signal FWD_Dist_Sig representative of the determined forward distance FWD_Dist between the associated platooning vehicle  20  and the sensed associated forward vehicle FWD_Vehicle. The speed sensor is operable to determine a velocity of the associated platooning vehicle  20 , and generate a speed signal Speed_Sig representative of the determined velocity of the associated platooning vehicle  20 . 
     The ACC logic is executable by the processor to determine, in accordance with the speed signal Speed_Sig, the forward distance signal FWD_Dist_Sig, and the extra-platoon traffic vehicle data EP_TV_Data described above either: a nominal platooning following distance NOM_Follow_Dist or a de-rated nominal platooning following distance Derate_NOM_Follow_Dist. The nominal platooning following distance NOM_Follow_Dist is determined in accordance with the extra-platoon traffic vehicle data EP_TV_Data being representative of no extra-platoon traffic vehicles  410 ,  420  being sensed by the sensor unit  245 , and the de-rated nominal platooning following distance Derate_NOM_Follow_Dist is determined in accordance with the extra-platoon traffic vehicle data EP_TV_Data being representative of one or more extra-platoon traffic vehicles  410 ,  420  being sensed by the sensor unit  245 , wherein the de-rated nominal platooning following distance Derate_NOM_Follow_Dist is less than the nominal platooning following distance NOM_Follow_Dist in a predetermined proportion based on a level of the extra-platoon traffic vehicles in accordance with the extra-platoon traffic vehicle data EP_TV_Data. 
     In the example embodiment, the platoon control unit  300  operates to communicate the nominal platooning following distance NOM_Follow_Dist or the de-rated nominal platooning following distance Derate_NOM_Follow_Dist to the associated electronic control unit ECU of the associated platooning vehicle  20  for controlling a following distance from the associated platooning vehicle  20  to a vehicle of the set of at least one other associated platooning vehicle  10  ahead of the associated platooning vehicle  20 . 
       FIG. 7  is a flow diagram showing a method  630  ( FIG. 6 ) of sensing non-platoon traffic data and platoon speed and performing time to collision (TTC) and following distance determinations and transmitting the determinations to other platooning vehicles in accordance with an example embodiment. With reference not to that Figure together with reference to  FIGS. 8 a  and 8 b   , wherein  FIG. 8 a    is a graph showing a relationship between a level of non-platoon vehicle traffic and a TTC control setting in accordance with an example embodiment, and wherein  FIG. 8 b    is a graph showing a relationship between a level of non-platoon vehicle traffic and an ACC following distance control setting in accordance with an example embodiment, the platooning vehicle  20  determines in step  712  non-platooning vehicle traffic conditions around the vehicle  20  by executing logic and using sensors in a manner as described above in accordance with the example embodiment. The determined non-platooning vehicle traffic conditions may include for example determining the presence of the left vehicle  410  ( FIG. 4 ) and the right vehicle  420  ( FIG. 4 ), for example. The traveling speed of the vehicle is determined in step  714  using, for example, the speed sensor  216  ( FIG. 2 ). 
     A time to collision (TTC) parameter is determined in step  716  by the electronic control system  12 ′ of the vehicle  20  including the data collection and communication module portion  200 ′ and the platooning control portion  300 ′, and is transmitted or otherwise communicated in step  718  to the other vehicles  10 ,  30  of the platoon using for example the transceiver  250  ( FIG. 2 ). As can be seen in  FIG. 8 a   , the TTC parameter can be increased for higher levels of non-platooning vehicle traffic and, conversely, may be decreased for lower levels of non-platooning vehicle traffic in accordance with eh example embodiments herein. 
     The following distance is determined in step  720  by the electronic control system  12 ′ of the vehicle  20 , and is transmitted in step  722  to the other platooning vehicles  10 ,  30  and is transmitted or otherwise communicated in step  722  to the other vehicles  10 ,  30  of the platoon using for example the transceiver  250  ( FIG. 2 ). As can be seen in  FIG. 8 b   , the ACC Following Distance parameter can be increased for higher levels of non-platooning vehicle traffic and, conversely, may be decreased for lower levels of non-platooning vehicle traffic in accordance with eh example embodiments herein. 
     ECW Control 
     Further as described above, embodiments herein are directed to using shared traffic information to support cooperative coordinated platoon control operations including autonomous emergency braking (AEB) operations between the platooning vehicles beneficially without the need to consult with or act under the direction of or in concert with the remote wireless communication system  50 , the remote satellite system  60 , the remote fleet management facility, a Network Operations Center (NOC), a Central Command Center (CCC), or the like. In this regard, the non-transient memory device stores autonomous emergency braking (AEB) logic, and the system includes an autonomous emergency braking output operatively coupled with the platoon control unit. 
     The AEB logic is executable by the processor to determine, in accordance with the forward distance signal FWD_Dist_Sig representative of the determined forward distance FWD_Dist between the associated platooning vehicle  20  and the sensed forward vehicle as described above, and the speed signal Speed_Sig representative of the determined velocity of the associated platooning vehicle  20 , an autonomous emergency braking (AEB) nominal deceleration command value NOM_AEB_CMD for braking the associated vehicle  20  for avoiding a collision between the associated vehicle  20  and the associated forward vehicle. The autonomous emergency braking output is configured to receive the AEB nominal deceleration command value NOM_AEB_CMD and generate an autonomous emergency braking AEB nominal deceleration command signal NOM_AEB_Sig for use by the associated electronic control unit ECU of the associated platooning vehicle to perform an autonomous emergency braking maneuver in accordance with the AEB nominal deceleration command value NOM_AEB_CMD. 
     The AEB logic is configured to selectively de-rate the autonomous emergency braking (AEB) nominal deceleration command value NOM_AEB_CMD, in accordance with the extra-platoon traffic vehicle data EP_TV_Data being representative of the one or more extra-platoon traffic vehicles  410 ,  420  being sensed by the sensor unit, to a de-rated autonomous emergency braking (AEB) deceleration command value DeRate_AEB_CMD having a deceleration command greater than the nominal deceleration command value NOM_AEB_CMD. The communication transmitter  250  is operable to transmit the autonomous emergency braking (AEB) nominal deceleration command signal NOM_AEB_Sig from the associated following vehicle  20  to the set of at least one other associated platooning vehicle  30 ,  10  travelling cooperatively as the platoon. 
     It is to be appreciated that the other platooning vehicles may receive the signal for performing the AEB operations. To that end, a communication receiver  250  in those other platooning vehicles operatively coupled with their respective platoon control units  300  are operable to receive from the set of at least one other associated platooning vehicle  10 , a platoon command de-rated AEB deceleration command signal Platoon_AEB_SIG having a deceleration command value different than the nominal deceleration command value NOM_AEB_CMD, convert the platoon command de-rated AEB deceleration command signal Platoon_AEB_SIG to platoon command de-rated AEB deceleration command data Platoon_AEB_DATA, and deliver the platoon command de-rated AEB deceleration command data Platoon_AEB_DATA to the platoon control unit  300 , wherein the platoon control unit  300  operates to deliver the platoon command de-rated AEB deceleration command data Platoon_AEB_DATA to the associated electronic control unit ECU of the associated platooning vehicle for use by the associated electronic control unit ECU to perform an autonomous emergency braking maneuver in accordance with a value of the platoon command de-rated AEB deceleration command signal Platoon_AEB_SIG. 
       FIG. 9  is a flow diagram showing a method of providing Enhanced Collison Warning (ECW) or Normal Collision Warning in a presence of an emergency condition based on non-platoon vehicle traffic in accordance with an example embodiment. With reference not to that Figure together with reference to  FIGS. 8 a  and 8 b   , wherein  FIG. 10 a    is a graph showing a relationship between a level of non-platoon vehicle traffic and levels of Autonomous Emergency Braking (AEB) in accordance with the prior art, and  FIG. 10 b    is a graph showing a relationship between a level of non-platoon vehicle traffic and levels of Enhanced AEB in accordance with an example embodiment, a time to collision (TTC) warning parameter is determined in step  716  by the electronic control system  12 ′ of the vehicle  20  including the data collection and communication module portion  200 ′ and the platooning control portion  300 ′. In the example embodiment, the TTC warning parameter is determined based on the TTC parameter described above. In step  914  the electronic control system  12 ′ of the vehicle  20  may determine an emergency condition such as for example a condition that would require the platoon to make a sudden and rapid deceleration maneuver. 
     As shown in the flow diagram of  FIG. 9 , if no such emergency condition arises, the TTC warning parameter remains unaffected. However, if it is determined in step  914  that such a condition exists, the electronic control system  12 ′ of the vehicle  20  determines at step  916  whether the first and/or second traffic data as described above in connection with  FIG. 4 , is stored. The first and second traffic data may be representative of the presence of one or more non-platooning vehicles  410 ,  420  near to the platoon P. In accordance with the embodiment, if an emergency condition is detected that would require a large deceleration of the platoon, and if the presence of one or more non-platooning vehicles is not detected, the electronic control system  12 ′ executes logic that follows a normal (non-enhanced) collision warning protocol in step  918 . The normal (non-enhanced) collision warning protocol is shown for example in  FIG. 10 a   . On the other hand, if an emergency condition is detected  914  that would require a large deceleration of the platoon, and if the presence of one or more non-platooning vehicles is  916  detected, the electronic control system  12 ′ executes logic that follows an enhanced collision warning protocol in step  920 . The enhanced collision warning protocol is shown for example in  FIG. 10   b.    
       FIG. 11  is a schematic depiction of a platoon travelling in the center lane  1104  of a three lane highway  1100  following a single non-platooning vehicle X 1  and maintaining a predetermined inter-vehicle platoon following distance for ACC in accordance with an example embodiment. In this embodiment, the electronic control system  12 ′ of the vehicle  20  determines that there are no non-platooning vehicles  410 ,  420  near to the platoon P. The electronic control system  12 ′ of the vehicle  20  would therefore not need to store the first and/or second traffic data as described above in connection with  FIG. 4 , wherein the first and second traffic data is representative of the presence of one or more non-platooning vehicles near to the platoon P. In accordance with the embodiment, if an emergency condition is detected that would require a large deceleration of the platoon such as if the non-platooning vehicle X 1  rapidly decelerates, etc., and if the presence of one or more non-platooning vehicles is not detected, the electronic control system  12 ′ executes logic that follows a normal (non-enhanced) collision warning protocol ( FIG. 9 , step  918 ), wherein the normal (non-enhanced) collision warning protocol is shown for example in  FIG. 10   a.    
       FIG. 12  is a schematic depiction of the platoon of  FIG. 11  travelling in the center lane of the three lane highway  1100  of  FIG. 11  following the single non-platooning vehicle X 1  and also travelling with a small number of other non-platooning vehicles X 2 , X 3  and maintaining a predetermined inter-vehicle platoon following distance for ACC in accordance with an example embodiment. In this embodiment, the electronic control system  12 ′ of the vehicle  20  determines that there are non-platooning vehicles X 2 , X 3  near to the platoon P in accordance with receiving a signal from the lead vehicle  10  indicating the presence of the non-platooning vehicles X 1  and X 2  and a signal from the trailing vehicle  30  indicating the presence of the non-platooning vehicle X 3 . The electronic control system  12 ′ of the vehicle  20  therefore stores the first and/or second traffic data as described above in connection with  FIG. 4 , wherein the first and second traffic data is representative of the presence of one or more non-platooning vehicles X 2 , X 3  near to the platoon P. In accordance with the embodiment, if an emergency condition is detected that would require a large deceleration of the platoon such as if the non-platooning vehicle X 1  rapidly decelerates etc., and if the presence of the one or more non-platooning vehicles X 2 , X 3  is detected, the electronic control system  12 ′ executes logic that follows an enhanced collision warning protocol ( FIG. 9 , step  920 ), wherein the enhanced collision warning protocol is shown for example in  FIG. 10   b.    
       FIG. 13  is a schematic depiction of the platoon of  FIG. 11  travelling in the center lane of the three lane highway  1100  of  FIG. 11  following the single non-platooning vehicle X 1  and also travelling with a large number of other non-platooning vehicles X 2 -X 5  and maintaining a predetermined inter-vehicle platoon following distance for ACC in accordance with an example embodiment. In this embodiment, the electronic control system  12 ′ of the vehicle  20  determines that there are non-platooning vehicles X 2 , X 4  near to the platoon P in accordance with receiving a signal from the lead vehicle  10  indicating the presence of the non-platooning vehicles X 1 , X 2 , X 3 , and X 4 , and a signal from the trailing vehicle  30  indicating the presence of the non-platooning vehicle X 5 . The electronic control system  12 ′ of the vehicle  20  therefore stores the first and/or second traffic data as described above in connection with  FIG. 4 , wherein the first and second traffic data is representative of the presence of one or more non-platooning vehicles X 1 -X 5  near to the platoon P. In accordance with the embodiment, if an emergency condition is detected that would require a large deceleration of the platoon such as if the non-platooning vehicle X 1  rapidly decelerates etc., and if the presence of the one or more non-platooning vehicles X 1 -X 5  is detected, the electronic control system  12 ′ executes logic that follows an enhanced collision warning protocol ( FIG. 9 , step  920 ), wherein the enhanced collision warning protocol is shown for example in  FIG. 10   b.    
     As described above, embodiments herein are directed to using shared traffic information to support cooperative platoon lane changing by the platooning vehicles, autonomous emergency braking (AEB) among the platooning vehicles, adaptive cruise control (ACC) between the platooning vehicles, inter-vehicle platoon distance and/or spacing management i.e. platoon ordering and spacing, and other coordinated platoon control operations beneficially without the need to consult with or act under the direction of or in concert with the remote wireless communication system  50 , the remote satellite system  60 , the remote fleet management facility, a Network Operations Center (NOC), a Central Command Center (CCC), or the like. In this regard, the platoon control system  12  includes a communication receiver  250  and an annunciator  312  operatively coupled with the platoon control unit  300 , and cooperative platoon lane change logic stored in the non-transient memory  240 . In an embodiment, the communication receiver  250  is operable to receive from a one of the set of at least one other associated platooning vehicle  10 , a cooperative lane change request signal Lane_Chg_Req_Sig representative of a one of the set of at least one other associated platooning vehicle  10 ,  30  desirous of the platoon comprising the associated platooning vehicle  20  and the set of at least one other associated platooning vehicle  10 ,  30  performing a cooperative platoon lane change maneuver, and convert the cooperative lane change request signal Lane_Chg_Req_Sig to cooperative lane change request data Lane_Chg_Req_Data. 
     The communication receiver  250  is further operable to receive extra-platoon traffic vehicle signals EP_TV_Sigs from the set of at least one other associated platooning vehicle  10 ,  30  the extra-platoon traffic vehicle signals EP_TV_Sigs being representative of a presence of one or more extra-platoon traffic vehicles (TVs) being sensed near to the set of at least one other associated platooning vehicle ( 10 ), and convert the extra-platoon traffic vehicle signals EP_TV_Sigs to extra-platoon traffic vehicle data EP_TV_Data. The communication receiver  250  is further operable to deliver the cooperative lane change request data Lane_Chg_Req_Data and the extra-platoon traffic vehicle data EP_TV_Data to the platoon control unit  300 . 
     In the example embodiment the annunciator  312  is operable to selectively generate a cooperative platoon lane change maneuver command to the operator of the associated platooning vehicle  20  for instructing the operator of the planned cooperative platoon lane change maneuver. In addition, the cooperative platoon lane change logic stored in the non-transient memory is executable by the processor responsive to receiving the cooperative lane change request data Lane_Chg_Req_Data to determine whether a cooperative platoon lane change maneuver is practical based on the extra-platoon traffic vehicle data EP_TV_Data indicating no extra-platoon traffic vehicles  410 ,  420  being sensed near to the set of at least one other associated platooning vehicle  10 , and to cause the annunciator  312  to generate the cooperative platoon lane change maneuver command responsive to determining that the cooperative platoon lane change maneuver is practical. 
     Further in the example embodiment, the cooperative platoon lane change logic is executable by the processor to generate cooperative platoon lane change data responsive to determining that the cooperative platoon lane change maneuver is practical, and the communication transmitter  250  is operable to receive the cooperative platoon lane change data, convert the cooperative platoon lane change data to a cooperative platoon lane change signal, and to transmit the cooperative platoon lane change signal to the set of at least one other associated platooning vehicle  10  desirous of the platoon performing the cooperative platoon lane change maneuver. 
       FIG. 14  is a schematic depiction of the platoon of  FIG. 11  travelling in the center lane of the three lane highway  1100  of  FIG. 11  following the single non-platooning vehicle X 1  and also travelling with a small number of other non-platooning vehicles X 3 , X 5 , and X 7  exclusively to the left of the platoon and the platoon executing a lane shift to the right maneuver in accordance with an example embodiment. In this embodiment, the electronic control system  12 ′ of the vehicle  20  determines that there are non-platooning vehicles X 3 , X 5 , X 7  near to the platoon P in accordance with receiving a signal from the lead vehicle  10  indicating the presence of the non-platooning vehicles X 1  and X 3 , and a signal from the trailing vehicle  30  indicating the presence of the non-platooning vehicle X 7 . The electronic control system  12 ′ of the vehicle  20  therefore stores the first and/or second traffic data as described above in connection with  FIG. 4 , wherein the first and second traffic data is representative of the presence of one or more non-platooning vehicles X 1 , X 3 , X 5 , and X 7  near to the platoon P. In accordance with the embodiment, if an emergency condition is detected that would require a large deceleration of the platoon such as if the non-platooning vehicle X 1  rapidly decelerates etc., and if the presence of the one or more non-platooning vehicles X 3 , X 5 , X 7  is detected, the electronic control system  12 ′ executes logic that follows an enhanced collision warning protocol ( FIG. 9 , step  920 ), wherein the enhanced collision warning protocol is shown for example in  FIG. 10 b   . Also in accordance with the example embodiment, the platoon executes a lane shift to the right maneuver as illustrated by the curved arrows M 1 , M 2 , and M 3  in order to reduce the chance of a collision with the vehicles X 3 , X 5 , X 7  to the left of the platoon. 
       FIG. 15  is a schematic depiction of the platoon of  FIG. 11  travelling in the center lane of the three lane highway  1100  of  FIG. 11  following the single non-platooning vehicle and also travelling with a small number of other non-platooning vehicles ahead X 1 , to the left X 3 , and right X 2  of the platoon and the lead vehicle of the platoon executing a lane shift to the right maneuver as illustrated by the curved arrow M 1  without taking the remaining platooning vehicles in accordance with an example embodiment in order to reduce the chance of a collision with the vehicles X 2 , X 3  to the left of the platoon. In this embodiment, the electronic control system  12 ′ of the vehicle  20  determines that there is non-platooning vehicle X 3  to the left of the vehicle  20  using its left side sensor and/or its LIDAR sensor. Similarly, the electronic control system  12 ″ of the vehicle  30  determines that there is non-platooning vehicle X 2  to the right of the vehicle  30  using its right side sensor and/or its LIDAR sensor. In accordance with the example embodiment, the lead vehicle  10  determines that there are no vehicles to its left and right using its side and Lidar sensors. In addition, the lead vehicle  10  determines that there are other non-platooning vehicles to the left X 3  and to the right X 2  of the platoon in general in accordance with receiving a signal from the second vehicle  20  indicating the presence of the non-platooning vehicle X 3 , and a signal from the trailing vehicle  30  indicating the presence of the non-platooning vehicle X 2 . The electronic control system  12  of the lead vehicle  10  therefore stores the first and/or second traffic data as described above in connection with  FIG. 4 , wherein the first and second traffic data is representative of the presence of one or more non-platooning vehicles X 2 , and X 3  near to the platoon P. In accordance with the embodiment, if an emergency condition is detected that would require a large deceleration of the platoon such as if the non-platooning vehicle X 1  rapidly decelerates etc., and if the presence of the one or more non-platooning vehicles X 2 , and X 3  is detected, the electronic control system  12  of the lead vehicle executes logic that follows an enhanced collision warning protocol ( FIG. 9 , step  920 ), wherein the enhanced collision warning protocol is shown for example in  FIG. 10 b   . Also in accordance with the example embodiment, the lead vehicle  10  of the platoon executes a lane shift to the right maneuver M 1  as illustrated by the curved arrow M 1  in order to reduce the chance of a collision with the vehicles X 1 , X 2 , and X 3  near to the platoon. 
       FIG. 16  is a schematic depiction of the platoon of  FIG. 11  travelling in the center lane of the three lane highway  1100  of  FIG. 11  following the single non-platooning vehicle X 1  and also travelling with a small number of other non-platooning vehicles X 2 , X 3  to the right X 2  of the center of the platoon and to the left X 3  of an area behind the platoon wherein the trailing vehicle  30  may execute a lane shift maneuver M 1  to set a traffic block enabling the front of the platoon to thereafter lane shift left M 2 . In this embodiment, the electronic control system  12 ″ of the vehicle  30  determines that there is non-platooning vehicle X 2  to the right of the vehicle and a fast approaching non-platooning vehicle X 3  to the left of the vehicle  30  using its left/right side sensors and/or its LIDAR sensor. The electronic control system  12  of the lead vehicle  10  determines that are no non-platooning vehicles to the right or left of the vehicle  10  using its right/left side sensors and/or its LIDAR sensor. In accordance with the example embodiment, the lead vehicle  10  determines a desire and/or need to make a lane shift maneuver. In addition, the lead vehicle  10  determines that there are other non-platooning vehicles to the left X 3  and to the right X 2  of the platoon in general in accordance with receiving a signal from the trailing vehicle  30  indicating the presence of the non-platooning vehicles X 2 , X 3 . The electronic control system  12  of the lead vehicle  10  transmits a signal to the trailing vehicle indicating the lane shift request, and the trailing vehicle  30  executes a lane shift left maneuver M 1  in order to block the movement of the fast approaching non-platooning vehicle X 3 . In accordance with the example embodiment, the lead vehicle  10  of the platoon may also execute the lane shift to the right maneuver M 2  as illustrated by the curved arrow M 2  in order to reduce the chance of a collision with the vehicle X 1  near to the platoon. 
     As described above and with reference next to  FIG. 17 , the blind spot warning logic stored in the non-transient memory device  240  is further executable by the processor  230 ,  304  to determine, in accordance with an example embodiment, whether the one or more extra-platoon traffic vehicles X 1 , X 2 , X 3  adjacent to the left and/or right lateral sides of the associated platooning vehicle  30  is in a blind zone of the associated platooning vehicle  30  blocked from view of a driver operating the associated platooning vehicle  30  based on one or more of the left and/or right side extra-platoon traffic vehicle present data L_EP_TV_P_Data, R_EP_TV_P_Data, the left and/or right lateral side distance data L_Side_Dist_Data, L_Side_Dist_Data, and/or the left and/or right side speed data L_Side_Speed_Data, L_Side_Speed_Data. The blind spot warning logic stored in the non-transient memory device  240  is further executable by the processor  230 ,  304  to selectively generate blind zone data ZONE_Data representative of the one or more extra-platoon traffic vehicles X 2  being in the blind zone of the associated platooning vehicle  30 . The communication transmitter  250  is operable to receive, from the platoon control unit, the blind zone data ZONE_Data, and to transmit the blind zone data ZONE_Data from the associated following vehicle  30  to the set of at least one other associated platooning vehicle  20 ,  10  travelling cooperatively as the platoon. 
       FIG. 17  is a schematic depiction of the platoon of  FIG. 11  travelling in the center lane of the three lane highway  1100  of  FIG. 11  following the single non-platooning vehicle X 1  and also travelling with a small number of other non-platooning vehicles to the right of the front X 3  of the platoon and to the left of the rear X 2  of the platoon wherein the trailing vehicle  30  may instruct the leading platoon vehicle  10  of the approach of the oncoming traffic vehicle X 2  to the left, for the leading vehicle  10  to perform a lane shift left maneuver M 1  in accordance with an example embodiment. The electronic control system  12  of the lead vehicle  10  transmits a signal to the trailing vehicle indicating the lane shift request, and the trailing vehicle  30  determines the location and speed of the oncoming non-platooning vehicle X 2  and transmits this information via the transceiver  250 ″ onboard the trailing vehicle  30  to that the leading vehicle may determine whether to execute the lane shift left maneuver M 1  as may be desired or as may be necessary to reduce the chance of a collision with the vehicle X 1  near to the platoon. 
     The forward leading vehicles  20 ,  10  may be alerted by the trailing platooning vehicle  30  of the presence, speed, and location of the non-platooning vehicle X 2 . A communication receiver  250  is operatively coupled with the platoon control unit  300  of the forward leading vehicles  20 ,  10 . The communication receiver  250  of the forward leading vehicles  20 ,  10  is operable to receive from a one of the set of at least one other associated platooning vehicle  30 , a blind zone warning signal Blind_Zone_Warn representative of one or more extra-platoon traffic vehicles X 2  being adjacent to the one of the set of at least one other associated platooning vehicle  30 , to convert the blind zone warning signal Blind_Zone_Warn to blind zone warning data Blind_Zone_Data, and to deliver the blind zone warning data Blind_Zone_Data to the platoon control unit  300  of the forward leading vehicles  20 ,  10 . 
     In the example embodiment, a vehicle control sensor  218 ,  223  is operatively coupled with the platoon control unit  300  of the forward leading vehicles  20 ,  10 , wherein the vehicle control sensor  218 ,  223  is operable to sense a turning preparatory operation of the associated platooning vehicles  20 ,  10  by an operator of the associated platooning vehicles  20 ,  10 , and to generate a turning intention signal Turn_Sig responsive to sensing the turning preparatory operation of the associated platooning vehicles  20 ,  10  by their respective operators. In addition, an annunciator  312  is operatively coupled with the platoon control unit  300  of the forward leading vehicles  20 ,  10 , wherein the annunciator  312  is operable to selectively generate a warning to the operator of the associated platooning vehicles  20 ,  10  for alerting their respective operators of a potential hazard related to the turning preparatory operation. 
     Further in addition in the example embodiment, turn warning logic is stored in the non-transient memory of the forward leading vehicles  20 ,  10 , the turn warning logic being executable by the processor to control the platoon control units  300  of the forward leading vehicles  20 ,  10  to cause their respective annunciators  312  to generate the warning responsive to the blind zone warning data Blind_Zone_Data being received from the communication receiver  250  and to the turning intention signal Turn_Sig being received by the platoon control unit ( 300 ). 
     Further in addition in the example embodiment, the vehicle control sensor  218 ,  223  includes one or more of a turn signal lever sensor  223  operatively coupled with the platoon control unit  300 . The turn signal lever sensor  223  generates a turn signal lever signal representative of operation of a turn signal lever of the associated vehicle  20 ,  10  by the operator indicating an intention by the operator to initiate a turning operation of the associated vehicle, and/or a steering angle sensor  218  operatively coupled with the platoon control unit  300 . The steering angle sensor  218  generates a steering angle signal representative of an angle of steering of front wheels of the associated vehicles  20 ,  10  by their respective operators. The controller  230  may generate and send a control signal to a steering wheel braking actuator  232  for adding resistance to the ability of the driver operating the vehicles  20 ,  10  for selectively making turning the vehicle to the left or right harder or easier in accordance with the result of operations performed by turn warning logic based on inputs indicating that traffic may be located in the direction that the driver would like to turn. 
     It is to be understood that other embodiments will be utilized and structural and functional changes will be made without departing from the scope of the present invention. The foregoing descriptions of embodiments of the present invention have been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Accordingly, many modifications and variations are possible in light of the above teachings. It is therefore intended that the scope of the invention be limited not by this detailed description.