Patent Publication Number: US-2019168805-A1

Title: Autonomous vehicle emergency steering profile during failed communication modes

Description:
TECHNICAL FIELD 
     The present disclosure generally relates to vehicles, and more particularly relates to systems and methods for controlling steering for autonomous vehicles during a failed communication mode. 
     BACKGROUND 
     An autonomous vehicle is a vehicle that is capable of sensing its environment and navigating with little or no user input. It does so by using sensing devices such as radar, lidar, image sensors, and the like. Autonomous vehicles further use information from global positioning systems (GPS) technology, navigation systems, vehicle-to-vehicle communication, vehicle-to-infrastructure technology, and/or drive-by-wire systems to navigate the vehicle. 
     While autonomous vehicles offer many potential advantages over traditional vehicles, in certain circumstances it may be desirable for improved movement of autonomous vehicles, for example in controlling steering during a failed communication mode. 
     Accordingly, it is desirable to provide systems and methods for controlling of steering for autonomous vehicles during a failed communication mode. Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     SUMMARY 
     In certain exemplary embodiments, a method is provided for controlling steering in an autonomous vehicle. The method includes providing, via a communication system, initial steering instructions from a vehicle control system to a steering control system for a steering system of the autonomous vehicle, the initial steering instructions including a current steering command for a current time and one or more future projected steering commands for the autonomous vehicle for possible implementation at one or more future times that are subsequent to the current time; implementing the current steering command via the steering system of the autonomous vehicle; determining, subsequent to the initial steering instructions, that an error has occurred with respect to the providing of steering instructions from the vehicle control system; and implementing the one or more future projected steering commands, via the steering system, for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system 
     Also in certain embodiments, the step of implementing the one or more future projected steering commands includes implementing the one or more future projected steering commands when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, until the autonomous vehicle is brought to a stable state. 
     Also in certain embodiments, the method further includes: providing, via the communication system, one or more updated steering instructions for the one or more future times, from the vehicle control system; and when it is not determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, implementing the one or more updated steering instructions, via the steering system, instead of the one or more future projected steering commands, for the one or more future times. 
     Also in certain embodiments, the method further includes formatting the one or more future projected steering commands into a compressed format prior to providing from the vehicle control system. 
     Also in certain embodiments, the method further includes interpolating the one or more future projected steering commands from the compressed format prior to implementation when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system. 
     Also in certain embodiments, the method further includes: receiving information regarding automatic braking for the autonomous vehicle when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system; and adjusting the one or more future projected steering commands based on the information regarding the automatic braking, generating one or more adjusted future projected steering commands, when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system; wherein the step of implementing the one or more adjusted future projected steering commands includes implementing the one or more adjusted future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system. 
     Also in certain embodiments, the step of implementing the one or more adjusted future projected steering commands includes implementing the one or more adjusted future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, until the autonomous vehicle has been brought to a stop. 
     In certain other embodiments, a system for controlling steering in an autonomous vehicle is provided. The system includes a vehicle control module and a steering control module. The vehicle control module is configured to provide initial steering instructions via a communication system. The initial steering instructions include a current steering command for a current time and one or more future projected steering commands for the autonomous vehicle for possible implementation at one or more future times that are subsequent to the current time. The steering control module is configured to: implement the current steering command; determine, subsequent to the initial steering instructions, that an error has occurred with respect to the providing of steering instructions from the vehicle control module; and implement the one or more future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control module. 
     Also in certain embodiments, the steering control module is configured to implement the one or more future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control module, until the autonomous vehicle is brought to a stable state. 
     Also in certain embodiments, the vehicle control module is configured to provide, via the communication system, one or more updated steering instructions for the one or more future times; and the steering control module is configured, when it is not determined that an error has occurred with respect to the providing of steering instructions from the vehicle control module, to implement the one or more updated steering instructions, instead of the one or more future projected steering commands, for the one or more future times. 
     Also in certain embodiments, the vehicle control module is configured to format the one or more future projected steering commands into a compressed format prior to providing from the vehicle control system. 
     Also in certain embodiments, the steering control module is configured to interpolate the one or more future projected steering commands from the compressed format prior to implementation when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system. 
     Also in certain embodiments, the steering control module is configured to: receive information regarding automatic braking for the autonomous vehicle when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system; adjust the one or more future projected steering commands based on the information regarding the automatic braking, generating one or more adjusted future projected steering commands, when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system; and implement the one or more adjusted future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system. 
     Also in certain embodiments, the steering control module is configured to implement the one or more adjusted future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, until the autonomous vehicle has been brought to a stop. 
     In other exemplary embodiments, an autonomous vehicle is provided. The autonomous vehicle includes a communication system, a vehicle control system, and a steering control system. The vehicle control system is configured to provide initial steering instructions via the communication system. The initial steering instructions include a current steering command for a current time and one or more future projected steering commands for the autonomous vehicle for possible implementation at one or more future times that are subsequent to the current time. The steering control system includes a processor configured to: implement the current steering command; determine, subsequent to the initial steering instructions, that an error has occurred with respect to the providing of steering instructions from the vehicle control system; and implement the one or more future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system. 
     Also in certain embodiments, the steering control system is configured to implement the one or more future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, until the autonomous vehicle is brought to a stable state. 
     Also in certain embodiments, the vehicle control system is configured to provide, via the communication system, one or more updated steering instructions for the one or more future times; and the steering control system is configured, when it is not determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, to implement the one or more updated steering instructions, instead of the one or more future projected steering commands, for the one or more future times. 
     Also in certain embodiments, the vehicle control system is configured to format the one or more future projected steering commands into a compressed format prior to providing from the vehicle control system. 
     Also in certain embodiments, the steering control system is configured to interpolate the one or more future projected steering commands from the compressed format prior to implementation when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system. 
     Also in certain embodiments, the steering control system is configured to: receive information regarding automatic braking for the autonomous vehicle when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system; adjust the one or more future projected steering commands based on the information regarding the automatic braking, generating one or more adjusted future projected steering commands, when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system; and implement the one or more adjusted future projected steering commands for the one or more future times when it is determined that an error has occurred with respect to the providing of steering instructions from the vehicle control system, until the autonomous vehicle has been brought to a stop. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       The exemplary embodiments will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein: 
         FIG. 1  is a functional block diagram illustrating an autonomous vehicle having a control system that includes a vehicle control system and a steering control system for controlling steering for the autonomous vehicle during a failed communication mode; 
         FIG. 2  is a functional block diagram illustrating a transportation system having one or more vehicles as shown in  FIG. 1 , in accordance with various embodiments; 
         FIG. 3  is functional block diagram illustrating an autonomous driving system (ADS) having a control system associated with the vehicle of  FIG. 1 , in accordance with various embodiments; 
         FIG. 4  is a functional block diagram illustrating the control system, in accordance with various embodiments; 
         FIG. 5  is a flowchart for a control process for controlling steering for an autonomous vehicle during a failed communication mode, and that can be implemented in connection with the vehicle and control systems of  FIGS. 1-4 , in accordance with various embodiments; and 
         FIGS. 6-8  are graphical representations of exemplary implementations of certain steps of the control process of  FIG. 5 , and that can be implemented in connection with the vehicle and control system of  FIGS. 1-4 , in accordance with various embodiments. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely exemplary in nature and is not intended to limit the application and uses. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary, or the following detailed description. As used herein, the term “module” refers to any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), a field-programmable gate-array (FPGA), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. 
     Embodiments of the present disclosure may be described herein in terms of functional and/or logical block components and various processing steps. It should be appreciated that such block components may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. In addition, those skilled in the art will appreciate that embodiments of the present disclosure may be practiced in conjunction with any number of systems, and that the systems described herein is merely exemplary embodiments of the present disclosure. 
     For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, machine learning, image analysis, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent example functional relationships and/or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in an embodiment of the present disclosure. 
     With reference to  FIG. 1 , a control system shown generally as  100  is associated with a vehicle  10  in accordance with various embodiments. In various embodiments, the control system  100  includes, among other features, a vehicle control system (or controller)  34  and a steering control system (or controller)  84  for a steering system  24  of the vehicle  10 . In general, in various embodiments, the steering control system (or simply “system”)  100  provides control for various functionality for the vehicle  10 , including for control of the steering system  24  of the vehicle  10  during a failed communication mode using data previously provided by the vehicle control system  34  to the steering control system  84 , for example when an error is present for the vehicle control system  34  and/or when communications between the vehicle control system  34  and the steering control system  84  are unavailable. For example, in various embodiments, data pertaining to a projected future path of the vehicle  10 , including projected future steering instructions, is provided by the vehicle control system  34  to the steering control system  84  in advance, for use in controlling steering for a limited period of time in the event that communications between the vehicle control system  34  and the steering control system  84  become unavailable, for example as described in greater detail further below in connection with the control process  500  set forth in  FIG. 5 . 
     In various embodiments, the steering system  24  influences a position of the vehicle wheels  16  and/or  18 . As depicted in  FIG. 1 , in various embodiments, the steering system  24  includes the above-referenced steering control system  84 , which in various embodiments includes one or more processors  94  and a computer-readable storage device or media (e.g., memory)  96 . Also in various embodiments, the steering control system  84  receives communications from the vehicle control system  34  via the communication system  36  described further below, for example via a communication bus and/or receiver (not depicted in  FIG. 1 ). In various embodiments, the processor  94  executes instructions using data obtained from the vehicle control system  34  (and, in certain circumstances, from one or more other vehicle systems, such as the brake system  26  discussed further below) for controlling steering for the vehicle  10  via the steering system  24 . Also in various embodiments, the processor  94  may take any number of forms (including those described further below with reference to processor  44  of the vehicle control system  34 ), and the memory  96  may also take any number of forms (including those described further below with reference to memory  46  of the vehicle control system  34 ). 
     In addition, the steering system  24  may include one or more other steering components. While depicted as including a steering wheel for illustrative purposes, in some embodiments contemplated within the scope of the present disclosure, the steering system  24  may not include a steering wheel. In accordance with various embodiments, the steering control system  84  maintains steering for a limited time during a failed communication mode, for example when communications between the vehicle control system  34  and the steering control system  84  are unavailable, by utilizing data pertaining to a projected future path of the vehicle  10 , including projected future steering instructions, provided by the vehicle control system  34  to the steering control system  84  in advance. 
     The vehicle control system  34  includes at least one processor  44  and a computer-readable storage device or media  46 . As noted above, in various embodiments, the vehicle control system  34  (e.g., the processor  44  thereof) provides data pertaining to a projected future path of the vehicle  10 , including projected future steering instructions, to the steering control system  84  in advance, for use in controlling steering for a limited period of time in the event that communications with the steering control system  84  become unavailable. Also in various embodiments, the vehicle control system  34  provides communications to the steering control system  84   34  via the communication system  36  described further below, for example via a communication bus and/or transmitter (not depicted in  FIG. 1 ). 
     In various embodiments, the vehicle control system  34  includes at least one processor  44  and a computer-readable storage device or media  46 . The processor  44  may be any custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the vehicle control system  34 , a semiconductor-based microprocessor (in the form of a microchip or chip set), any combination thereof, or generally any device for executing instructions. The computer readable storage device or media  46  may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example. KAM is a persistent or non-volatile memory that may be used to store various operating variables while the processor  44  is powered down. The computer-readable storage device or media  46  may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by the vehicle control system  34  in controlling the vehicle  10 . 
     The instructions may include one or more separate programs, each of which comprises an ordered listing of executable instructions for implementing logical functions. The instructions, when executed by the processor  44 , receive and process signals from the sensor system  28 , perform logic, calculations, methods and/or algorithms for automatically controlling the components of the vehicle  10 , and generate control signals that are transmitted to the actuator system  30  to automatically control the components of the vehicle  10  based on the logic, calculations, methods, and/or algorithms. Although only one controller  34  is shown in  FIG. 1 , embodiments of the vehicle  10  may include any number of controllers  34  that communicate over any suitable communication medium or a combination of communication mediums and that cooperate to process the sensor signals, perform logic, calculations, methods, and/or algorithms, and generate control signals to automatically control features of the vehicle  10 . 
     In various embodiments, the processor  44  may be any custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the vehicle control system  34 , a semiconductor-based microprocessor (in the form of a microchip or chip set), any combination thereof, or generally any device for executing instructions. The computer readable storage device or media  46  may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example. KAM is a persistent or non-volatile memory that may be used to store various operating variables while the processor  44  is powered down. The computer-readable storage device or media  46  may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by the vehicle control system  34  in controlling the vehicle  10 . 
     The instructions may include one or more separate programs, each of which comprises an ordered listing of executable instructions for implementing logical functions. The instructions, when executed by the processor  44 , receive and process signals from the sensor system  28 , perform logic, calculations, methods and/or algorithms for automatically controlling the components of the vehicle  10 , and generate control signals that are transmitted to the actuator system  30  to automatically control the components of the vehicle  10  based on the logic, calculations, methods, and/or algorithms. Although only one controller  34  is shown in  FIG. 1 , embodiments of the vehicle  10  may include any number of controllers  34  that communicate over any suitable communication medium or a combination of communication mediums and that cooperate to process the sensor signals, perform logic, calculations, methods, and/or algorithms, and generate control signals to automatically control features of the vehicle  10 . 
     As depicted in  FIG. 1 , the vehicle  10  generally includes, in addition to the above-referenced steering system  24  and controller  34 , a chassis  12 , a body  14 , front wheels  16 , and rear wheels  18 . The body  14  is arranged on the chassis  12  and substantially encloses components of the vehicle  10 . The body  14  and the chassis  12  may jointly form a frame. The wheels  16 - 18  are each rotationally coupled to the chassis  12  near a respective corner of the body  14 . In various embodiments, the wheels  16 ,  18  comprise a wheel assembly that also includes respective associated tires. 
     In various embodiments, the vehicle  10  is an autonomous vehicle, and the control system  100 , and/or components thereof, are incorporated into the vehicle  10 . The vehicle  10  is, for example, a vehicle that is automatically controlled to carry passengers from one location to another. The vehicle  10  is depicted in the illustrated embodiment as a passenger car, but it should be appreciated that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), recreational vehicles (RVs), marine vessels, aircraft, and the like, can also be used. 
     In an exemplary embodiment, the vehicle  10  corresponds to a level four or level five automation system under the Society of Automotive Engineers (SAE) “J3016” standard taxonomy of automated driving levels. Using this terminology, a level four system indicates “high automation,” referring to a driving mode in which the automated driving system performs all aspects of the dynamic driving task, even if a human driver does not respond appropriately to a request to intervene. A level five system, on the other hand, indicates “full automation,” referring to a driving mode in which the automated driving system performs all aspects of the dynamic driving task under all roadway and environmental conditions that can be managed by a human driver. It will be appreciated, however, the embodiments in accordance with the present subject matter are not limited to any particular taxonomy or rubric of automation categories. Furthermore, systems in accordance with the present embodiment may be used in conjunction with any autonomous, non-autonomous, or other vehicle that includes sensors and a suspension system. 
     As shown, the vehicle  10  generally also includes a propulsion system  20 , a transmission system  22 , a brake system  26 , one or more user input devices  27 , a sensor system  28 , an actuator system  30 , at least one data storage device  32 , and a communication system  36 . The propulsion system  20  may, in various embodiments, include an internal combustion engine, an electric machine such as a traction motor, and/or a fuel cell propulsion system. The transmission system  22  is configured to transmit power from the propulsion system  20  to the vehicle wheels  16  and  18  according to selectable speed ratios. According to various embodiments, the transmission system  22  may include a step-ratio automatic transmission, a continuously-variable transmission, or other appropriate transmission. 
     The brake system  26  is configured to provide braking torque to the vehicle wheels  16  and  18 . Brake system  26  may, in various embodiments, include friction brakes, brake by wire, a regenerative braking system such as an electric machine, and/or other appropriate braking systems. 
     In various embodiments, one or more user input devices  27  receive inputs from one or more passengers of the vehicle  10 . In various embodiments, the inputs include a desired destination of travel for the vehicle  10 . In certain embodiments, one or more input devices  27  comprise an interactive touch-screen in the vehicle  10 . In certain embodiments, one or more inputs devices  27  comprise a speaker for receiving audio information from the passengers. In certain other embodiments, one or more input devices  27  may comprise one or more other types of devices and/or may be coupled to a user device (e.g., smart phone and/or other electronic device) of the passengers, such as the user device  54  depicted in  FIG. 2  and described further below in connection therewith). 
     The sensor system  28  includes one or more sensors  40   a - 40   n  that sense observable conditions of the exterior environment and/or the interior environment of the vehicle  10 . The sensors  40   a - 40   n  include, but are not limited to, radars, lidars, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors, inertial measurement units, and/or other sensors. 
     The actuator system  30  includes one or more actuators  42   a - 42   n  that control one or more vehicle features such as, but not limited to, the propulsion system  20 , the transmission system  22 , the steering system  24 , and the brake system  26 . In various embodiments, vehicle  10  may also include interior and/or exterior vehicle features not illustrated in  FIG. 1 , such as various doors, a trunk, and cabin features such as air, music, lighting, touch-screen display components (such as those used in connection with navigation systems), and the like. 
     The data storage device  32  stores data for use in automatically controlling the vehicle  10 . In various embodiments, the data storage device  32  stores defined maps of the navigable environment. In various embodiments, the defined maps may be predefined by and obtained from a remote system (described in further detail with regard to  FIG. 2 ). For example, the defined maps may be assembled by the remote system and communicated to the vehicle  10  (wirelessly and/or in a wired manner) and stored in the data storage device  32 . Route information may also be stored within data storage device  32 —i.e., a set of road segments (associated geographically with one or more of the defined maps) that together define a route that the user may take to travel from a start location (e.g., the user&#39;s current location) to a target location. As will be appreciated, the data storage device  32  may be part of the vehicle control system  34 , separate from the vehicle control system  34 , or part of the vehicle control system  34  and part of a separate system. 
     The communication system  36  is configured to wirelessly communicate information to and from other entities  48 , such as but not limited to, other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote transportation systems, and/or user devices (described in more detail with regard to  FIG. 2 ). In an exemplary embodiment, the communication system  36  is a wireless communication system configured to communicate via a wireless local area network (WLAN) using IEEE 802.11 standards or by using cellular data communication. However, additional or alternate communication methods, such as a dedicated short-range communications (DSRC) channel, are also considered within the scope of the present disclosure. DSRC channels refer to one-way or two-way short-range to medium-range wireless communication channels specifically designed for automotive use and a corresponding set of protocols and standards. 
     In various embodiments, the communication system  36  is used for communications between the vehicle control system  34  and the steering control system  84 , including data pertaining to a projected future path of the vehicle  10 , including projected future steering instructions. Also in various embodiments, the communication system  36  may also facilitate communications between the steering control system  84  and/or or more other systems and/or devices. 
     In certain embodiments, the communication system  36  is further configured for communication between the sensor system  28 , the input device  27 , the actuator system  30 , one or more controllers (e.g., the vehicle control system  34 ), and/or more other systems and/or devices (such as, by way of example, the user device  54  depicted in  FIG. 2  and described further below in connection therewith). For example, the communication system  36  may include any combination of a controller area network (CAN) bus and/or direct wiring between the sensor system  28 , the actuator system  30 , one or more controllers  34 , and/or one or more other systems and/or devices. In various embodiments, the communication system  36  may include one or more transceivers for communicating with one or more devices and/or systems of the vehicle  10 , devices of the passengers (e.g., the user device  54  of  FIG. 2 ), and/or one or more sources of remote information (e.g., GPS data, traffic information, weather information, and so on). 
     With reference now to  FIG. 2 , in various embodiments, the vehicle  10  described with regard to  FIG. 1  may be suitable for use in the context of a taxi or shuttle system in a certain geographical area (e.g., a city, a school or business campus, a shopping center, an amusement park, an event center, or the like) or may simply be managed by a remote system. For example, the vehicle  10  may be associated with an autonomous vehicle based remote transportation system.  FIG. 2  illustrates an exemplary embodiment of an operating environment shown generally at  50  that includes an autonomous vehicle based remote transportation system (or simply “remote transportation system”)  52  that is associated with one or more vehicles  10   a - 10   n  as described with regard to  FIG. 1 . In various embodiments, the operating environment  50  (all or a part of which may correspond to entities  48  shown in  FIG. 1 ) further includes one or more user devices  54  that communicate with the vehicle  10  and/or the remote transportation system  52  via a communication network  56 . 
     The communication network  56  supports communication as needed between devices, systems, and components supported by the operating environment  50  (e.g., via tangible communication links and/or wireless communication links). For example, the communication network  56  may include a wireless carrier system  60  such as a cellular telephone system that includes a plurality of cell towers (not shown), one or more mobile switching centers (MSCs) (not shown), as well as any other networking components required to connect the wireless carrier system  60  with a land communications system. Each cell tower includes sending and receiving antennas and a base station, with the base stations from different cell towers being connected to the MSC either directly or via intermediary equipment such as a base station controller. The wireless carrier system  60  can implement any suitable communications technology, including for example, digital technologies such as CDMA (e.g., CDMA2000), LTE (e.g., 4G LTE or 5G LTE), GSM/GPRS, or other current or emerging wireless technologies. Other cell tower/base station/MSC arrangements are possible and could be used with the wireless carrier system  60 . For example, the base station and cell tower could be co-located at the same site or they could be remotely located from one another, each base station could be responsible for a single cell tower or a single base station could service various cell towers, or various base stations could be coupled to a single MSC, to name but a few of the possible arrangements. 
     Apart from including the wireless carrier system  60 , a second wireless carrier system in the form of a satellite communication system  64  can be included to provide uni-directional or bi-directional communication with the vehicles  10   a - 10   n . This can be done using one or more communication satellites (not shown) and an uplink transmitting station (not shown). Uni-directional communication can include, for example, satellite radio services, wherein programming content (news, music, and the like) is received by the transmitting station, packaged for upload, and then sent to the satellite, which broadcasts the programming to subscribers. Bi-directional communication can include, for example, satellite telephony services using the satellite to relay telephone communications between the vehicle  10  and the station. The satellite telephony can be utilized either in addition to or in lieu of the wireless carrier system  60 . 
     A land communication system  62  may further be included that is a conventional land-based telecommunications network connected to one or more landline telephones and connects the wireless carrier system  60  to the remote transportation system  52 . For example, the land communication system  62  may include a public switched telephone network (PSTN) such as that used to provide hardwired telephony, packet-switched data communications, and the Internet infrastructure. One or more segments of the land communication system  62  can be implemented through the use of a standard wired network, a fiber or other optical network, a cable network, power lines, other wireless networks such as wireless local area networks (WLANs), or networks providing broadband wireless access (BWA), or any combination thereof. Furthermore, the remote transportation system  52  need not be connected via the land communication system  62 , but can include wireless telephony equipment so that it can communicate directly with a wireless network, such as the wireless carrier system  60 . 
     Although only one user device  54  is shown in  FIG. 2 , embodiments of the operating environment  50  can support any number of user devices  54 , including multiple user devices  54  owned, operated, or otherwise used by one person. Each user device  54  supported by the operating environment  50  may be implemented using any suitable hardware platform. In this regard, the user device  54  can be realized in any common form factor including, but not limited to: a desktop computer; a mobile computer (e.g., a tablet computer, a laptop computer, or a netbook computer); a smartphone; a video game device; a digital media player; a component of a home entertainment equipment; a digital camera or video camera; a wearable computing device (e.g., smart watch, smart glasses, smart clothing); or the like. Each user device  54  supported by the operating environment  50  is realized as a computer-implemented or computer-based device having the hardware, software, firmware, and/or processing logic needed to carry out the various techniques and methodologies described herein. For example, the user device  54  includes a microprocessor in the form of a programmable device that includes one or more instructions stored in an internal memory structure and applied to receive binary input to create binary output. In some embodiments, the user device  54  includes a GPS module capable of receiving GPS satellite signals and generating GPS coordinates based on those signals. In other embodiments, the user device  54  includes cellular communications functionality such that the device carries out voice and/or data communications over the communication network  56  using one or more cellular communications protocols, as are discussed herein. In various embodiments, the user device  54  includes a visual display, such as a touch-screen graphical display, or other display. 
     The remote transportation system  52  includes one or more backend server systems, not shown), which may be cloud-based, network-based, or resident at the particular campus or geographical location serviced by the remote transportation system  52 . The remote transportation system  52  can be manned by a live advisor, an automated advisor, an artificial intelligence system, or a combination thereof. The remote transportation system  52  can communicate with the user devices  54  and the vehicles  10   a - 10   n  to schedule rides, dispatch vehicles  10   a - 10   n , and the like. In various embodiments, the remote transportation system  52  stores store account information such as subscriber authentication information, vehicle identifiers, profile records, biometric data, behavioral patterns, and other pertinent sub scriber information. 
     In accordance with a typical use case workflow, a registered user of the remote transportation system  52  can create a ride request via the user device  54 . The ride request will typically indicate the passenger&#39;s desired pickup location (or current GPS location), the desired destination location (which may identify a predefined vehicle stop and/or a user-specified passenger destination), and a pickup time. The remote transportation system  52  receives the ride request, processes the request, and dispatches a selected one of the vehicles  10   a - 10   n  (when and if one is available) to pick up the passenger at the designated pickup location and at the appropriate time. The transportation system  52  can also generate and send a suitably configured confirmation message or notification to the user device  54 , to let the passenger know that a vehicle is on the way. 
     As can be appreciated, the subject matter disclosed herein provides certain enhanced features and functionality to what may be considered as a standard or baseline vehicle  10  and/or a vehicle based remote transportation system  52 . To this end, a vehicle and vehicle based remote transportation system can be modified, enhanced, or otherwise supplemented to provide the additional features described in more detail below. 
     In accordance with various embodiments, the vehicle control system  34  implements an autonomous driving system (ADS) as shown in  FIG. 3 . That is, suitable software and/or hardware components of the vehicle control system  34  (e.g., processor  44  and computer-readable storage device  46 ) are utilized to provide an ADS that is used in conjunction with vehicle  10 . 
     In various embodiments, the instructions of the autonomous driving system  70  may be organized by function or system. For example, as shown in  FIG. 3 , the autonomous driving system  70  can include a computer vision system  74 , a positioning system  76 , a guidance system  78 , and a vehicle control system  80 . As can be appreciated, in various embodiments, the instructions may be organized into any number of systems (e.g., combined, further partitioned, and the like) as the disclosure is not limited to the present examples. 
     In various embodiments, the computer vision system  74  synthesizes and processes sensor data and predicts the presence, location, classification, and/or path of objects and features of the environment of the vehicle  10 . In various embodiments, the computer vision system  74  can incorporate information from multiple sensors, including but not limited to cameras, lidars, radars, and/or any number of other types of sensors. 
     The positioning system  76  processes sensor data along with other data to determine a position (e.g., a local position relative to a map, an exact position relative to lane of a road, vehicle heading, velocity, etc.) of the vehicle  10  relative to the environment. The guidance system  78  processes sensor data along with other data to determine a path for the vehicle  10  to follow. The vehicle control system  80  generates control signals for controlling the vehicle  10  according to the determined path. 
     In various embodiments, the vehicle control system  34  implements machine learning techniques to assist the functionality of the vehicle control system  34 , such as feature detection/classification, obstruction mitigation, route traversal, mapping, sensor integration, ground-truth determination, and the like. 
     In various embodiments, as discussed above with regard to  FIG. 1 , one or more instructions of the vehicle control system  34  and the steering control system  84  are embodied in the control system  100 , for example for implementing a desired path for the vehicle  10  while safely controlling the vehicle  10 , for example based on data and determinations made from assessing a current location of the vehicle  10 , a desired destination of the vehicle  10 , road conditions and possible hazards along any proposed routes, and any target vehicles in proximity to the vehicle  10  (among other possible factors), and taking appropriate action in response (e.g., by altering the path of the vehicle  10  accordingly based on the assessment), and including the use of previously-received steering data obtained by the steering control system  84  from the vehicle control system  34  when an error or failure mode has occurred with respect to communications from the vehicle control system  34  to the steering control system  84 . In certain embodiments, all or parts of the control system  100  may be embodied in the computer vision system  74 , and/or the vehicle control system  80  or may be implemented as a separate system (referred to as a control system  400 ), as shown. 
     Referring to  FIG. 4  and with continued reference to  FIG. 1 , the control system  400  generally includes a sensing module  410 , a vehicle control processing module  420 , a communication module  430 , and a steering control processing module  440 . In various embodiments, each of the sensing module  410 , vehicle control processing module  420 , communication module  430 , and steering control processing module  440  are disposed onboard the vehicle  10 . As can be appreciated, in various embodiments, parts of the control system  400  may be disposed on a system remote from the vehicle  10  while other parts of the control system  400  may be disposed on the vehicle  10 . 
     In various embodiments, the sensing module  410  obtains data from various sensors of the vehicle  10 . For example, in certain embodiments, the sensing module  410  obtains sensor data from one or more sensors  40   a - 40   n  of  FIG. 1  that sense observable conditions of the exterior environment and/or the interior environment of the vehicle  10  (e.g., from one or more radars, lidars, global positioning systems, optical cameras, thermal cameras, ultrasonic sensors, inertial measurement units, and/or other sensors of the vehicle  10 ). Also in certain embodiments, the sensing module  410  receives sensor data as inputs  405 , and provides the sensor data as outputs  415  to the vehicle control processing module  420  (e.g., via the communication system  36  of  FIG. 1 ). 
     In various embodiments, the vehicle control processing module  420  receives the sensor data as inputs  415 , and processes the sensor data (among other types of data, in certain embodiments). In various embodiments, the vehicle control processing module  420  processes the sensor data along with inputs from a user of the vehicle  10  (e.g., as to a desired destination of travel), and in certain embodiments other data (e.g., from a weather service, navigation system, traffic report service, and/or data from one or more other third parties and/or sources), and generates steering instructions based on the data. In various embodiments, the vehicle control processing module  420  generates a projected future path of the vehicle  10  and associated steering instructions, including current steering instructions and projected future steering instructions (e.g., including a current steering angle command for a current point or period of time and future projected future steering angle commands for future points or periods of time). 
     Also in various embodiments, the vehicle control processing module  420  provides the steering instructions (including the current steering instructions and projected future steering instructions) as outputs  425 , to be sent to the steering control processing module  440  via the communication module  430 . Specifically, in various embodiments, the steering instructions (including the current steering instructions and projected future steering instructions) are provided along the communication module  430  and are received at the steering control processing module  440  as inputs  435  for the steering control processing module  440 . 
     Also in various embodiments, the steering control processing module  440  controls steering for the vehicle  10  based on the data provided as inputs  435  to the steering control processing module (e.g., including the current steering instructions and projected future steering instructions obtained from the vehicle control processing module  420  via the communication module  430 ). In various embodiments, the steering control processing module continues to receive and implement current steering angle commands at various points or periods of time from the vehicle control processing module  420  provided that communications remain valid between the vehicle control processing module  420  and the steering control processing module  440 . Also in various embodiments, when an error or failure mode exists for communications between the vehicle control processing module  420  and the steering control processing module  440 , then the steering control processing module  440  controls steering for the vehicle  10  based instead on previously-obtained projected future steering instructions from the vehicle control processing module  420 ). In either case, in various embodiments, the appropriate steering commands are implemented by the steering control processing module  440  via instructions provided as outputs  445  to a steering wheel, steering column, and/or one or more other components, actuators, and/or devices of the steering system  24  of  FIG. 1 . 
     Turning now to  FIG. 5 , a flowchart for a control process  500  is provided for controlling steering for an autonomous vehicle during a failed communication mode, in accordance with exemplary embodiments. In various embodiments, the control process can be implemented in connection with the vehicle  10 , steering system  24 , brake system  26 , vehicle control system  34 , steering control system  84 , and control systems  100 ,  400  of  FIGS. 1-4 , in accordance with various embodiments. Also in various embodiments, the control process  500  is also described below in connection with  FIGS. 6-8 , which provide graphical representations of exemplary implementations of the control process  500  of  FIG. 5 . 
     As can be appreciated in light of the disclosure, the order of operation within the control process  500  is not limited to the sequential execution as illustrated in  FIG. 5 , but may be performed in one or more varying orders as applicable and in accordance with the present disclosure. In various embodiments, the control process  500  can be scheduled to run based on one or more predetermined events, and/or can run continuously during operation of the vehicle  10 . 
     In various embodiments, the control process  500  may begin at  502 . In various embodiments, step  502  occurs when an occupant is within the vehicle  10  and the vehicle  10  begins operation in an automated manner. 
     Passenger inputs are obtained at  504 . In various embodiments, the passenger inputs pertain to a desired destination for travel via the vehicle  10 . In various embodiments, the user inputs may be obtained via an input device of the vehicle (e.g., corresponding to the input device  27  of  FIG. 1 ) and/or a passenger device (e.g., the user device  54  of  FIG. 2 ). 
     Sensor data is obtained at  506 . In various embodiments, sensor data is obtained from the sensing module  410  of  FIG. 4  (e.g., via the various sensors  40   a  . . .  40   n  of  FIG. 1 ). For example, in various embodiments, sensor data is obtained from cameras and/or other visions systems, lidar sensors, radar sensors, and/or one or more other sensors. Also in various embodiments, the sensor data may pertain to data observations pertaining to surroundings for the vehicle  10  as it travels along a roadway, including information as to other vehicles that may be in proximity to the vehicle  10 , along with information as to a surrounding roadway, any surrounding intersections, and surrounding hazards (e.g., barriers and/or cliffs), and the like. Also in certain embodiments, the sensor data of  506  is obtained via the sensing module  410  of  FIG. 4 , and corresponding outputs are provided as sensor data  415  to the vehicle control processing module  420  for processing. 
     Map data is obtained at  508 . In various embodiments, map data is retrieved from a memory, such as the data storage devices  32  and/or  46  of  FIG. 1 , onboard the vehicle  10 . In certain embodiments, the map data may be retrieved from the route database  53  of the autonomous vehicle based remote transportation system  52  of  FIG. 2 . Also in various embodiments, the map data comprises maps and associated data pertaining to roadways that are near the vehicle  10  and/or that are near or on the way from the vehicle  10 &#39;s current to its destination (e.g., per the passenger inputs). 
     In various embodiments, other data is obtained at  510 . In various embodiments, the other data is obtained at  510  via the communication system  36  of  FIG. 1  (e.g., from a transceiver thereof) from or utilizing one or more remote data sources. By way of example, in certain embodiments, the other data of  510  may include GPS data using one or more GPS satellites, including the present location of the vehicle  10 ; data regarding applicable traffic flows and patterns for the roadways, traffic light histories, histories of movement of nearby stationary vehicles, and/or weather, construction, and/or other data from one or more remote sources that may have an impact on the analysis of the target vehicle. In various embodiments, passengers of the vehicle  10  may also provide information as to the nearby vehicles and/or their surroundings, for example via the input device  27  of  FIG. 1  and/or the user device  54  of  FIG. 2 . 
     A path for the autonomous vehicle is planned and implemented at  512 . In various embodiments, the path is generated and implemented via the ADS  70  of  FIG. 3  for the vehicle  10  of  FIG. 1  to reach a requested destination, using the passenger inputs of  504  and the map data of  508 , for example via automated instructions provided by the processor  44  of  FIG. 1 . In various embodiments, the path of  512  comprises a path of movement of the vehicle  10  that would be expected to facilitate movement of the vehicle  10  to the intended destination while maximizing an associated score and/or desired criteria (e.g., minimizing driving time, maximizing safety and comfort, and so on). It will be appreciated that in various embodiments the path may also incorporate other data, for example such as the sensor data of  506  and/or the other data of  510 . Also in certain embodiments, the path is planned via the vehicle control processing module  420  of  FIG. 4  (e.g., via the processor  44  of  FIG. 1 ). 
     Current steering instructions are determined at  514 . In various embodiments, a current steering angle command is determined that would achieve a current portion of the desired path of  512  (e.g., corresponding to a current point or period of time). Also in various embodiments, the current steering angle command is determined via the vehicle control processing module  420  of  FIG. 4  (e.g., via the processor  44  of  FIG. 1 ). 
     Future projected steering instructions are determined at  516 . In various embodiments, future projected steering angle commands are determined that would achieve a future portion of the desired path of  512  (e.g., corresponding to a future point or period of time that is subsequent to the current point or period of time), for use in the case of an event of a communication failure mode. Also in various embodiments, the future projected steering angle commands are determined via the vehicle control processing module  420  of  FIG. 4  (e.g., via the processor  44  of  FIG. 1 ). 
     In various embodiments, the future projected steering instructions of  516  are formatted at  518 . In various embodiments, the future projected steering angle commands are formatted into a condensed format (e.g., including future projected steering angle commands at certain but not all future time points or periods, with gaps in between) in order to conserve message space and/or loads. Also in various embodiments, the formatting of  518  is performed via the vehicle control processing module  420  of  FIG. 4  (e.g., via the processor  44  of  FIG. 1 ). 
     The steering instructions are provided at  520 . In various embodiments, the current steering instructions of  514  and the future projected steering instructions of  516 / 518  (e.g., as formatted at  518 ) are provided, simultaneously, by the vehicle control processing module  420  of  FIG. 4  (e.g., via the using the vehicle control system  34  of  FIG. 1 ) to the steering control processing module  440  of  FIG. 4  (e.g., via the steering control system  84  of  FIG. 1 ) via the communication module  430  of  FIG. 4  (e.g., via the communication system  36  of  FIG. 1 ). For example, in various embodiments, the current steering instructions and future projected steering instructions are transmitted via the vehicle control processing module  420  of  FIG. 4  (e.g., via the using the vehicle control system  34  of FIG.  1 ) and received by the steering control processing module  440  of  FIG. 4  (e.g., via the steering control system  84  of  FIG. 1 ). 
     The current steering instructions are implemented at  522 . In various embodiments, the steering control processing module  440  of  FIG. 4  implements the current steering angle command of  514  (and received at  520 ) for the current point or period of time. Also in various embodiments, such instructions are provided as outputs  445  of  FIG. 4  (e.g., that are provided to a steering wheel, steering column, and/or one or more other components, actuators, and/or devices of the steering system  24  of  FIG. 1 ). 
     A determination is made at  524  as to whether a communication failure has occurred. In various embodiments, a communication failure is deemed to have occurred if there is a detected error in the operation of and/or values generated by the vehicle control processing module  420  of  FIG. 4  (and/or the vehicle control system  34  of  FIG. 1 ) and/or a detected error in communications between vehicle control processing module  420  (and/or the vehicle control system  34  of  FIG. 1 ) and the steering control processing module  440  of  FIG. 1  (and/or the steering control system  84  of  FIG. 1 ) (e.g., in certain embodiments, an error would be detected when expected communications were not received). In various embodiments, this determination is made by the steering control processing module  440  of  FIG. 4  (e.g., via the processor  94  of  FIG. 1 ). 
     If a determination is not made at  524  that a communication failure has occurred, then the process returns to step  502 . In various embodiments, steps  502 - 524  thereafter repeat until a determination is made during a subsequent iteration of  524  that a communication failure has occurred. Accordingly, provided that there are no communication failures, current steering instructions (e.g., current steering angle commands) continue to be updated and implemented, in certain embodiments continuously and in real time. 
     When a determination is made at  524  that a communication mode has occurred, then the future projected steering instructions are instead implemented for steering of the vehicle  10  at  525 , for example as described below. In various embodiments,  525  represents a combined step (or sequence of steps) that include one or more (or all) of  526 - 538 , as described below. 
     In various embodiments, the future projected steering instructions are retrieved at  526 . In various embodiments, the steering control processing module  440  of  FIG. 4  retrieves the future projected steering angle commands of steps  516 / 518  (e.g., as formatted at  518  and received at  520 ), for example from a memory (such as memory  96  of  FIG. 1 ). 
     Also in various embodiments, braking is initiated at  528 . In various embodiments, one or more control systems of the vehicle  10  (e.g., the vehicle control system  34  of  FIG. 1 ) initiates emergency braking for the vehicle  10  via brake system  26  of  FIG. 1 . 
     In addition, in various embodiments, braking data is obtained at  530 . In various embodiments, information as to the amount of emergency braking (and its effect on movement, including velocity and acceleration of the vehicle  10 ) is provided to the steering control processing module  440  for processing in combination with the future projected steering angle commands. In certain embodiments, when a failure has occurred at an ADIM level (e.g., a fault with respect to the communication module  430  and/or outputs  435  therefrom) and not at an EPS connector level, then real-time braking data can be utilized. Also in various embodiments, if a failure occurs at the EPS connector level (e.g., meaning that no communication is being received from any other modules), then a default expected braking profile may instead be utilized. 
     Also in various embodiments, the formatted future projected steering instructions are interpreted at  532 . For example, in various embodiments in which the future projected steering angle commands were compressed as part of the formatting of  518 , interpolation is performed to ascertain projected intermediate steering angle commands between points in the data. Also in various embodiments, this interpretation (e.g., interpolation) is performed by the steering control processing module  440  of  FIG. 4  (e.g., via the processor  94  of  FIG. 1 ). 
     Also in various embodiments, the future projected steering instructions are adjusted at  534  based on the braking data. In various embodiments, the future projected steering angle commands (e.g., after the interpolation and/or other interpretation of  532 ) are adjusted at  534  to account for the amount of emergency braking that is being provided for the vehicle  10 . For example, in certain embodiments, the adjustments may compensate for an effect of the braking on lateral movement of the vehicle  10 . By way of additional example, in certain embodiments, the adjustments may account for changes in distances between the vehicle  10  and other vehicles, objects, or hazards (e.g., a barrier, a cliff, or the like) due to reduced speed and/or acceleration of the vehicle  10  due to the emergency braking. In certain embodiments, this can help to prevent contact between the vehicle  10  and such other vehicles, objects, or hazards. For example, in certain embodiments, if the adjustment had not been made to compensate for the new vehicle speed profile, the vehicle  10  would not have correctly avoided the hazards (including curved roads) that it was originally projected to avoid (and therefore the adjustments can help to overcome this problem). 
     The future projected steering instructions are implemented at  536 . In various embodiments, the steering control processing module  440  of  FIG. 4  implements the future projected steering commands (e.g., as interpreted, modified, and/or adjusted at  532 ,  534 , and/or  536 ) for the future points or periods in time (e.g., after the point or period of time that was previously considered the “current” point or period in time). Also in various embodiments, such instructions are provided as outputs  445  of  FIG. 4  (e.g., that are provided to a steering wheel, steering column, and/or one or more other components, actuators, and/or devices of the steering system  24  of  FIG. 1 ). 
     In various embodiments, the vehicle is brought to a safe state at  538 . For example, in various embodiments, the vehicle  10  is brought to stop via the automatic braking. Also in various embodiments, the future projected steering instructions are implemented at  536  until the vehicle reaches the stable state  538 . Also in various embodiments, the control process  500  then terminates at  540 . 
     Accordingly, in various embodiments, during the control process  500  of  FIG. 5 , a vehicle control module and/or system provides (at  520 ) initial steering instructions to a steering control module and/or system at various points in time, that include both a current steering command for a current time (i.e., corresponding to  514 ) and one or more future projected steering commands for the autonomous vehicle (i.e., corresponding to  516 / 518 ) for possible implementation at one or more future times that are subsequent to the current time. Also in various embodiments, when no communication error is determined, new/updated values of the current steering command and the future projected commands continue to be provided at various iterations of  520 , and current steering instructions (e.g., current steering angle commands) continue to be updated and implemented, in certain embodiments continuously and in real time. However, once an error has been detected (i.e., subsequent at least to the initial steering instructions), steering is implemented instead using the one or more future projected steering commands that were received prior to the communication error. In various embodiments, the future projected steering commands are utilized to bring the vehicle  10  to a safe state (e.g., to a vehicle  10  stop brought about via the emergency braking). For example, in various embodiments, while the emergency braking is being applied, the vehicle  10  steering will be controlled implemented using the future steering angle commands in order to help avoid any cliffs, other vehicles or objects, and/or other hazards (based on the previously determined path including portions covering the future points or periods of time) until the vehicle  10  reaches a safe state. In certain embodiments, the process  500  applies particularly to an object that was previously detected before the communication fault occurred, rather than a new object that was not previously detected before the communication fault occurred. 
       FIGS. 6-8  are graphical representations of exemplary implementations of certain steps of the control process  500  of  FIG. 5 , in accordance with certain exemplary embodiments. Also in accordance with certain exemplary embodiments, these may be implemented in connection with the vehicle and control systems of  FIGS. 1-4 . 
       FIG. 6  provides a first graphical representation  600  of certain steps of the process  500  of  FIG. 5 , in accordance with exemplary embodiments. Specifically, graphical representation  600  illustrates exemplary future projected steering commands of step  516  of  FIG. 5 , in accordance with certain exemplary embodiments. As shown in  FIG. 6 , graphical representation  600  includes a graphical function  606  with various projected steering command points  608  at various future points in time, in accordance with certain exemplary embodiments. Also in certain embodiments, the x-axis  602  represents time (e.g., in seconds), the y-axis  604  represents a steering angle command (e.g., in degrees), and the graphical function  606  and points  608  represent raw steering angles. 
       FIG. 7  provides a second graphical representation  700  of certain steps of the process  500  of  FIG. 5 , in accordance with exemplary embodiments. Specifically, graphical representation  700  illustrates exemplary future projected steering commands as formatted in step  518  of  FIG. 5 , in accordance with certain exemplary embodiments. As shown in  FIG. 7 , graphical representation  700  includes a graphical function  706  with various steering command points  708  at various future points in time, in accordance with certain exemplary embodiments. Also in certain embodiments, the x-axis  702  represents time (e.g., in seconds), the y-axis  704  represents a steering angle command (e.g., in degrees), and the graphical function  706  and points  708  represent formatted raw steering angles. As shown in  FIG. 7 , in various embodiments the formatted future projected steering commands of  516  have fewer steering command points  708  as compared with the steering command points  608  of  FIG. 6 , due to the compressing of the data during the formatting of the future projected steering commands in  518 . 
       FIG. 8  provides a third graphical representation  800  of certain steps of the process  500  of  FIG. 5 , in accordance with exemplary embodiments. Specifically, graphical representation  800  illustrates exemplary future projected steering commands as adjusted for braking data in step  530  of  FIG. 5 , in accordance with certain exemplary embodiments. As shown in  FIG. 8 , graphical representation  800  includes a graphical function  806  with various steering command points  808  at various future points in time that have been adjusted due to the data pertaining to the emergency braking for the vehicle  10 . Also in certain embodiments, the x-axis  802  represents time (e.g., in seconds), the y-axis  804  represents a steering angle command (e.g., in degrees), and the graphical function  806  and points  808  represent formatted raw steering angles. As shown in  FIG. 8 , in various embodiments the future projected steering commands may be smoothed out in various embodiments due to the deceleration of the vehicle  10  as a result of the emergency braking, which for example will lead the vehicle  10  to a stable state more rapidly than if emergency braking were not implemented. 
     As mentioned briefly, the various modules and systems described above may be implemented as one or more machine learning models that undergo supervised, unsupervised, semi-supervised, or reinforcement learning. Such models might be trained to perform classification (e.g., binary or multiclass classification), regression, clustering, dimensionality reduction, and/or such tasks. Examples of such models include, without limitation, artificial neural networks (ANN) (such as a recurrent neural networks (RNN) and convolutional neural network (CNN)), decision tree models (such as classification and regression trees (CART)), ensemble learning models (such as boosting, bootstrapped aggregation, gradient boosting machines, and random forests), Bayesian network models (e.g., naive Bayes), principal component analysis (PCA), support vector machines (SVM), clustering models (such as K-nearest-neighbor, K-means, expectation maximization, hierarchical clustering, etc.), and linear discriminant analysis models. 
     While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the disclosure as set forth in the appended claims and the legal equivalents thereof.