Vehicle systems and methods for dynamic driver tuning

Abstract

Vehicles, and related systems and methods, are provided for assisting operation of a vehicle by implementing dynamic tuning of vehicle responsiveness. In one embodiment, a method involves obtaining an auxiliary driver input indicative of an auxiliary driver command for affecting responsiveness of a vehicle from an auxiliary human interface device different from a primary human interface device for receiving a primary driver input indicative of a driver command for affecting a trajectory of the vehicle. In response to the assist driver input, a relationship between the vehicle state command and the driver input is adjusted based on the assist driver input, where the actuator control system operates one or more actuators of the vehicle in accordance with the adjusted vehicle state command to affect a vehicle trajectory in response to the primary driver input.

Description

[0001] The technical field relates generally to vehicle systems and, more particularly, to enabling a driver to dynamically adjust vehicle response and performance. Background Art

[0002] Modern vehicles include various enhanced or advanced features to support human drivers operating the vehicle. For example, many vehicles support various automatic driver assistance features to improve safety and user experience, such as stability control or traction control systems, lane centering or lane keeping assistance, adaptive cruise control, and the like. In practice, many vehicles are calibrated to achieve a baseline vehicle response that is most likely to be accepted by the majority of driving populations while achieving other safety and performance goals. However, the default factory calibration may not be suitable for some drivers, who may prefer reduced assistance or greater control over vehicle response and performance. For example, some drivers may prefer oversteering or lower stability, while other drivers may prefer higher stability. Accordingly, it is desirable to enable drivers to tune vehicle response and performance according to their individual preferences in an intuitive manner. Summary of the invention

[0003] An apparatus and related method for a vehicle and a vehicle system are provided. In an exemplary implementation, a method for assisting the operation of a vehicle is provided, the method involving: obtaining, by a control module associated with the vehicle, a driver input indicating a driver command for affecting a trajectory of the vehicle from a first human-machine interface device coupled to the control module; generating, by the control module, a vehicle state command output based at least in part on the driver input and calibration data associated with the first human-machine interface device; providing, by the control module, the vehicle state command output to an actuator control system associated with the vehicle, wherein the actuator control system is configurable to operate an actuator of the vehicle to affect the trajectory of the vehicle based on the vehicle state command output; obtaining, by the control module, an auxiliary driver input indicating a second driver command for affecting the responsiveness of the vehicle to the driver input from a second human-machine interface device different from the first human-machine interface device; and adjusting, by the control module, a relationship between the vehicle state command output and the driver input based on the auxiliary driver input.

[0004] In one implementation, the adjustment relationship involves determining an adjusted vehicle state command output corresponding to the driver input, wherein the actuator control system is configurable to operate the vehicle's actuators according to the adjusted vehicle state command output to affect the vehicle's trajectory in a manner different from the vehicle state command output. In another implementation, the method involves adjusting calibration data associated with a first human-machine interface device in response to an auxiliary driver input, thereby generating adjusted calibration data associated with the first human-machine interface device, wherein the adjustment relationship involves generating the adjusted vehicle state command output based at least in part on the driver input and the adjusted calibration data associated with the first human-machine interface device. In yet another implementation, adjusting the calibration data involves adjusting one or more calibration parameters associated with the first human-machine interface device to provide an underdamped response to an actuation of the first human-machine interface device when the auxiliary driver input indicates that the driver intends to increase the responsiveness of the vehicle's trajectory to an actuation of the first human-machine interface device. In another implementation, adjusting the calibration data involves adjusting one or more calibration parameters associated with the first human-machine interface device to provide an overdamped response to actuation of the first human-machine interface device when the auxiliary driver input indicates that the driver intends to reduce the responsiveness of the vehicle's trajectory to actuation of the first human-machine interface device. In another implementation, adjusting the calibration data involves adjusting one or more calibration parameters associated with the first human-machine interface device in proportion to actuation of the second human-machine interface device. In another implementation, the method involves obtaining measurement data indicating actuation of the second human-machine interface device from a sensor device coupled between the second human-machine interface device and a control module, wherein adjusting the one or more calibration parameters involves adjusting the one or more calibration parameters associated with the first human-machine interface device based at least in part on the measurement data.

[0005] Also provided is an apparatus for a non-transitory computer-readable medium having executable instructions stored or encoded thereon that, when executed by a processor, cause the processor to provide a dynamic tuning service, the dynamic tuning service being configurable to: obtain a driver input from a first human-machine interface device indicating a driver command for affecting a trajectory of a vehicle; generate a vehicle state command output based at least in part on the driver input and calibration data associated with the first human-machine interface device; provide the vehicle state command output to an actuator control system associated with the vehicle, wherein the actuator control system is configurable to operate an actuator of the vehicle to affect the trajectory of the vehicle based on the vehicle state command output; obtain an auxiliary driver input from a second human-machine interface device different from the first human-machine interface device indicating a second driver command for affecting a responsiveness of the vehicle to the driver input; and adjust a relationship between the vehicle state command output and the driver input based on the auxiliary driver input. In one implementation, the dynamic tuning service may be configured to determine an adjusted vehicle state command output corresponding to the driver input in response to the auxiliary driver input, wherein the actuator control system may be configured to operate the vehicle's actuators based on the adjusted vehicle state command output to affect the vehicle's trajectory in a manner different from the vehicle state command output.

[0006] In one implementation, the dynamic tuning service may be configured to adjust calibration data associated with the first human-machine interface device in response to the auxiliary driver input, thereby generating adjusted calibration data associated with the first human-machine interface device, wherein the adjustment relationship involves the dynamic tuning service generating an adjusted vehicle state command output based at least in part on the driver input and the adjusted calibration data associated with the first human-machine interface device. In another implementation, the dynamic tuning service may be configured to adjust one or more calibration parameters associated with the first human-machine interface device to provide an underdamped response to the actuation of the first human-machine interface device when the auxiliary driver input indicates that the driver intends to increase the responsiveness of the vehicle's trajectory to the actuation of the first human-machine interface device. In yet another implementation, the dynamic tuning service may be configured to adjust one or more calibration parameters associated with the first human-machine interface device to provide an overdamped response to the actuation of the first human-machine interface device when the auxiliary driver input indicates that the driver intends to reduce the responsiveness of the vehicle's trajectory to the actuation of the first human-machine interface device. In one implementation, the dynamic tuning service may be configured to adjust one or more calibration parameters associated with the first human-machine interface device in proportion to the actuation of the second human-machine interface device. In yet another implementation, the dynamic tuning service may be configured to obtain measurement data indicating actuation of the second human-machine interface device from a sensor device coupled between the second human-machine interface device and the processor, and adjust one or more calibration parameters associated with the first human-machine interface device based at least in part on the measurement data.

[0007] In another implementation, a vehicle system is also provided, the vehicle system comprising: a primary human-machine interface device for receiving a driver input indicating a driver command for affecting a trajectory of a vehicle; an auxiliary human-machine interface device for receiving an auxiliary driver input indicating a second driver command for affecting the responsiveness of the vehicle; an actuation system including one or more actuators operable to control the trajectory of the vehicle and an actuator control system coupled to the one or more actuators to operate the one or more actuators in response to a vehicle state command; a data storage element including calibration data associated with the primary human-machine interface device; and a driver command interpretation module coupled to the primary human-machine interface device, the auxiliary human-machine interface device, the actuation system, and the data storage element to provide a dynamic tuning service. The dynamic tuning service can be configured to generate a vehicle state command based at least in part on the driver input and the calibration data associated with the primary human-machine interface device, and in response to the auxiliary driver input, adjust the relationship between the vehicle state command and the driver input based on the auxiliary driver input, thereby generating an adjusted vehicle state command for the driver input, wherein the actuator control system operates one or more actuators according to the adjusted vehicle state command to affect the relationship between the trajectory of the vehicle and the driver input.

[0008] In one implementation, the dynamic tuning service may be configured to adjust calibration data associated with the primary human-machine interface device in response to the auxiliary driver input, thereby generating adjusted calibration data associated with the primary human-machine interface device, storing the adjusted calibration data associated with the primary human-machine interface device in a data storage element, and determining an adjusted vehicle state command based at least in part on the driver input and the adjusted calibration data associated with the primary human-machine interface device. In another implementation, the adjusted calibration data includes an adjusted value for a calibration parameter associated with the primary human-machine interface device to provide an underdamped response to actuation of the primary human-machine interface device when the auxiliary driver input indicates that the driver intends to increase the responsiveness of the vehicle's trajectory to actuation of the primary human-machine interface device. In another implementation, the adjusted calibration data includes an adjusted value for a calibration parameter associated with the primary human-machine interface device to provide an overdamped response to actuation of the primary human-machine interface device when the auxiliary driver input indicates that the driver intends to reduce the responsiveness of the vehicle's trajectory to actuation of the primary human-machine interface device. In one implementation, the dynamic tuning service may be configured to adjust one or more calibration parameters associated with the primary human-machine interface device in proportion to actuation of the auxiliary human-machine interface device. In another implementation, the vehicle system includes a sensor device coupled to the driver command interpretation module to provide measurement data indicative of actuation of the auxiliary human-machine interface device, wherein the dynamic tuning service may be configured to adjust one or more calibration parameters associated with the primary human-machine interface device based at least in part on the measurement data. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Exemplary aspects will be described below with reference to the following drawings, wherein like numerals designate like elements, and wherein:

[0010] Figure 1 is a block diagram illustrating a vehicle system including a driver command interpreter configurable to support dynamic tuning services according to various implementations;

[0011] Figure 2 is a diagram depicting a method for Figure 1 a graph of different potential vehicle state command outputs implemented by a dynamic tuning service in a vehicle system of the invention in response to actuation of a primary human machine interface (HMI) device associated with a trajectory of the vehicle;

[0012] Figure 3 is a diagram showing a method suitable for use by Figure 1 A flowchart of an exemplary personalized tuning process implemented by a dynamic tuning service in a vehicle system of FIG.

[0013] Figure 4 is a diagram showing a method suitable for combining with one or more implementations described herein. Figure 3 The personalized tuning process and Figure 1 Schematic diagram of an exemplary arrangement of a primary HMI device with an auxiliary HMI device integrated therewith for use with a dynamic tuning service in a vehicle system. DETAILED DESCRIPTION

[0014] The following detailed description is merely exemplary in nature and is not intended to limit application and use. In addition, it is not intended to be bound by any express or implied theory presented in the foregoing introduction, the invention content or the detailed description below. As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic and / or processor device alone or in any combination, including but not limited to: application-specific integrated circuits (ASICs), electronic circuits, processors (shared, dedicated or groups) and memories that execute one or more software or firmware programs, combinational logic circuits and / or other suitable components that provide the described functions.

[0015] Figure 1An exemplary implementation of a vehicle system 100 is depicted that may be configured to enable a driver to dynamically adjust the performance and response of the vehicle 10. Depending on the implementation, the vehicle 10 may be implemented as any kind of passenger car, sport utility vehicle (SUV), truck, motorcycle, camper (RV), watercraft, aircraft, etc. That is, for purposes of explanation, the subject matter is described herein primarily in the context of a motor vehicle, which, as will be understood in the art, generally includes a chassis, a body, and front and rear wheels rotationally coupled to the chassis near respective corners of the body, wherein the body is disposed on the chassis and substantially surrounds the components of the vehicle 10, and the body and chassis may together form a frame.

[0016] In an exemplary implementation, the vehicle 10 generally includes any number of different actuation systems 102 capable of affecting the movement of the vehicle 10 along a trajectory, including but not limited to a propulsion system, a transmission system, a steering system, a brake system, and / or other conventional actuator systems. In addition, certain implementations of the vehicle 10 may include secondary or auxiliary actuator systems, such as, for example, active aerodynamic systems, limited slip differential systems, all-wheel drive systems, torque vectoring systems, differential braking systems, active rear steering systems, active (or semi-active) damping systems, active roll control systems, etc. In an automotive context, the actuation systems 102 are operable to longitudinally and laterally control or otherwise affect the linear acceleration of the vehicle 10 as well as the roll, pitch, and yaw of the vehicle 10. It should be understood that the subject matter described herein is not limited to any particular type, number, or configuration of actuation systems 102 that may be present in an actual implementation of the vehicle 10.

[0017] In an exemplary implementation, the respective actuation system 102 includes one or more actuators 104 operable to affect linear and / or angular acceleration of the vehicle 10 under the control of an actuator control system 106 associated with the respective actuation system 102. In this regard, the actuator control system 106 generally represents a processing system and associated computer-readable storage devices or media that, in a cooperative manner, are configurable to translate or otherwise convert received vehicle state commands into corresponding actuator commands or signals that are to be applied to the actuator(s) 104 to operate the actuator(s) 104 to achieve the commanded vehicle state. The processing system associated with the actuator control system 106 may be implemented or realized using any type of controller, control module, or other processor, and may include any type of custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), semiconductor-based microprocessor (in the form of a microchip or chipset), macroprocessor, system on chip, any combination thereof, or generally any device for executing instructions. The computer readable storage device or medium may include volatile and non-volatile storage in, for example, read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables, data, or other information when the processor of the actuator control system 106 loses power. The computer readable storage device or medium may be implemented using any of several known memory devices such as: PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical memory device or combination of memory devices capable of storing data, some of which represent executable instructions used by the actuator control system 106 to control the actuator(s) 106 (and thereby control the trajectory of the vehicle 10).

[0018] The vehicle 10 also includes one or more sensor systems 108 to provide sensed measurement data indicative of one or more characteristics of the vehicle 10 or the surrounding environment. In an exemplary implementation, the sensor system 108 includes an inertial measurement system (or inertial measurement unit) that includes one or more accelerometers, gyroscopes (or gyrometers), magnetometers, and / or other sensing devices capable of providing sensed measurement data indicative of linear and angular acceleration of the vehicle 10. The sensed inertial measurement data provided by the inertial measurement sensor system 108 may be input or otherwise provided to one or more actuator control systems 106 to facilitate operating the actuator(s) 104 in a manner influenced by the sensed inertial measurement data for the vehicle 10 (e.g., closed-loop control). Additional sensor systems 108 may include one or more sensing devices that sense other observable conditions of the external environment and / or internal environment of the vehicle 10, including, but not limited to, radar, lidar, global positioning systems, optical cameras, thermal imagers, ultrasonic sensors, and / or other sensors.

[0019] An exemplary implementation of the vehicle 10 includes one or more primary human-machine interface (HMI) devices 110 that may be actuated or manipulated by a driver to receive input from the driver indicating a command, intent, or desire of the driver to affect the trajectory of the vehicle 10. Examples of primary HMI devices 110 include, but are not limited to, a steering wheel, an accelerator pedal, a brake pedal, a joystick, a paddle shifter, etc. In an exemplary implementation, the HMI devices 110 are coupled to a driver command interpretation (or driver command interpreter or DCI) module 120, which generally represents a combination of software, hardware, and / or firmware that may be configured to convert actuation of the respective HMI 110 into corresponding commands for altering the state of the vehicle 10 in a manner corresponding to the actuation of the HMI device 110 to affect the trajectory of the vehicle 10. In this regard, in certain implementations, the respective primary HMI device 110 may be coupled to the DCI module 120 via a corresponding sensor 112 that provides measurement data indicative of actuation of the primary HMI device 110, wherein the DCI module 120 converts the HMI actuation measurement data into corresponding vehicle state commands in response to actuation of the primary HMI device 110. For example, when the HMI device 110 is implemented as a steering wheel, the DCI module 120 may be coupled to the steering wheel via a positioning sensor that provides measurement data indicative of an angular positioning of the steering wheel (or a steering wheel angle), wherein the DCI module 120 utilizes the steering wheel angle measurement data from the sensor 112 to convert actuation of the steering wheel into a corresponding yaw rate command for the vehicle 10 to affect the lateral trajectory of the vehicle 10. It should be understood that the subject matter described herein is not limited to any particular type, number, combination, or configuration of primary HMI devices 110 and / or primary HMI sensors 112 that may be present in an actual implementation of the vehicle 10.

[0020] In an exemplary implementation, the DCI module 120 may be implemented or realized using any kind of controller, control module, or other processor, and may include any kind of custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), semiconductor-based microprocessor (in the form of a microchip or chipset), macroprocessor, system on chip, any combination thereof, or any device generally used to execute instructions. The DCI module 120 includes or otherwise has access to a data storage element (or memory), which may be implemented as any kind of non-transitory short-term or long-term storage medium capable of storing programming instructions for execution by a processing system associated with the DCI module 120, which may include volatile and non-volatile storage in ROM, RAM, KAM, PROM, EPROM, EEPROM, flash memory, or any other electrical, magnetic, optical memory device or combination of memory devices capable of storing data, including but not limited to calibration data 122 used to transform, map, or otherwise convert actuation of the corresponding primary HMI device 110 into corresponding vehicle state commands, as described in more detail below.

[0021] Still refer to Figure 1 In an exemplary implementation, code or other computer-executable programming instructions maintained or accessed by the DCI module 120, when read and executed by a processing system associated with the DCI module 120, cause the DCI module 120 to execute, implement, or otherwise support the dynamic tuning service 124 and perform the additional tasks, operations, functions, and / or processes described herein. As described in more detail below, the dynamic tuning service 124 may be configured to enable a driver or other user to influence the manner in which the DCI module 120 converts or translates actuations of the primary HMI device 110 into corresponding vehicle state commands by actuating or manipulating the auxiliary HMI device 114, thereby generating adjusted vehicle state commands for actuation of the same primary HMI device 110. In this regard, the dynamic tuning service 124 enables the driver to influence the relationship between the driver input actuation of the primary HMI device 110 and the resulting vehicle state commands for operating the actuation system(s) 102, thereby affecting the trajectory of the vehicle 10 in a manner that deviates from the initial or original calibration data 122 of the vehicle 10.

[0022] The auxiliary HMI device(s) 114 may be actuated or manipulated by the driver to receive auxiliary input from the driver indicating the driver's desire to affect the response or performance of the vehicle 10 to actuation of the primary HMI device 110 by affecting the relationship between the driver input received via the primary HMI device 110 and the resulting vehicle state command provided to the actuation system(s) 102. Examples of auxiliary HMI devices 114 include, but are not limited to, momentary switches, twist knobs, paddle shifters or levers, trigger switches, etc. In this regard, in certain implementations, the auxiliary HMI device 114 may be arranged or configured to be actuable by the driver simultaneously with actuation of the primary HMI device 110. For example, the auxiliary HMI device 114 may be implemented as a paddle shifter or lever mounted, affixed, or otherwise associated with a steering wheel serving as the primary HMI device 110, wherein actuation of the auxiliary HMI device 114 concurrently with actuation of the steering wheel causes the dynamic tuning service 124 to adjust the relationship between the yaw rate command output by the DCI module 120 and the input amount of actuation of the steering wheel to increase and / or decrease the commanded yaw rate for a particular steering wheel angle. It should be understood that the subject matter described herein is not limited to any particular type, number, combination, or configuration of auxiliary HMI devices 110 that may be present in an actual implementation of the vehicle 10.

[0023] In the illustrated implementation, the respective auxiliary HMI devices 114 are coupled to the DCI module 120 via corresponding sensors 116 that provide measurement data quantifying actuation of the auxiliary HMI devices 114, wherein the dynamic tuning service 124 adjusts the relationship between the vehicle state command output and the primary driver input in a manner related to the actuation of the auxiliary HMI devices 114. For example, the auxiliary HMI sensors 116 may be implemented as force sensors or other sensing devices capable of providing measurement data indicative of the amount of force applied to the auxiliary HMI devices 114, wherein the dynamic tuning service 124 scales or adjusts the relationship between the vehicle state command output and the primary driver input in a manner proportional to the amount of force applied to the auxiliary HMI devices 114. Thus, when the driver actuates the auxiliary HMI device 114 to increase the amount of oversteer in response to actuation of the steering wheel, the dynamic tuning service 124 may increase the ratio or relationship between the output commanded yaw rate and the input steering wheel angle in a manner proportional to or otherwise related to the measured amount of force applied to the auxiliary HMI device 114 output by the auxiliary HMI sensor 116. It should be appreciated that the subject matter described herein is not limited to any particular type of auxiliary HMI sensor 116 or any particular scheme for adjusting vehicle state commands in response to measurement data output by the auxiliary HMI sensor 116 .

[0024] Figure 2An exemplary graph 200 is depicted of different vehicle state command outputs 202, 204, 206 in response to the same amount of actuation of the primary HMI device 110, corresponding to different states of actuation of the auxiliary HMI device 114 concurrent with actuation of the primary HMI device 110, relative to time. The graph 200 includes a nominal vehicle state command output 202 that uses initial or raw calibration data 122 to translate a driver input actuation of a corresponding primary HMI device 110 into the vehicle state command output 202. In this regard, the raw calibration data 122 may include pre-calibrated default values ​​for damping factors, natural frequencies, amplitudes, gains or other scaling factors, and potentially other parameters or variables that affect the relationship between the nominal vehicle state command output 202 generated by the DCI module 120 and the driver input actuation of the corresponding primary HMI device 110 relative to time.

[0025] The graph 200 includes a first adjusted vehicle state command output 204, which may be generated by the dynamic tuning service 124 in response to the driver actuating the auxiliary HMI device 114 simultaneously with providing a driver input actuation of the corresponding primary HMI device 110 to increase the responsiveness of the vehicle 10 (or decrease the stability of the vehicle 10). For example, the driver may actuate the auxiliary HMI device 114 associated with the steering wheel primary HMI device 110 to increase the amount or probability of oversteering of the vehicle 10 for the same steering wheel angle applied by the driver. In response to the actuation of the auxiliary HMI device 114, the dynamic tuning service 124 may scale or otherwise adjust the values ​​for one or more of the following to increase responsiveness, thereby producing an underdamped yaw rate command output (e.g., underdamped vehicle state command output 204): damping factor, natural frequency, amplitude, gain, and potentially other parameters or variables that affect the relationship between the yaw rate command output generated by the DCI module 120 in response to the driver input steering wheel angle and the driver input steering wheel angle relative to time. For example, the dynamic tuning service 124 may scale, multiply, or otherwise adjust a pre-calibrated raw value of a damping factor for a yaw rate command output resulting from a driver input actuation of the steering wheel by a gain or other scaling factor that is proportional to the applied force or otherwise related to the amount of actuation of the auxiliary HMI device 114 to arrive at an adjusted damping factor value that produces the under-damped vehicle state command output 204.

[0026] The diagram 200 also includes a second adjusted vehicle state command output 206, which may be generated by the dynamic tuning service 124 in response to the driver actuating the auxiliary HMI device 114 simultaneously with providing the driver input actuation of the corresponding primary HMI device 110 to reduce the responsiveness of the vehicle 10 (or increase the stability of the vehicle 10). For example, the driver may actuate the auxiliary HMI device 114 associated with the steering wheel primary HMI device 110 to increase the amount or probability of understeering of the vehicle 10 for the same steering wheel angle applied by the driver. In response to the actuation of the auxiliary HMI device 114 to reduce responsiveness, the dynamic tuning service 124 may similarly scale or otherwise adjust the value for the damping factor to reduce the responsiveness of the yaw rate command output generated by the DCI module 120 in response to the driver input steering wheel angle relative to time by adjusting the pre-calibrated or nominal value for the damping factor for the yaw rate command to arrive at the adjusted damping factor value that results in the over-damped vehicle state command output 206.

[0027] In the continued reference Figure 1 Reference Figure 2The dynamic tuning service 124 enables the driver to dynamically increase or decrease the responsiveness of the actuation system 102 to actuation of the primary HMI device 110 substantially in real time by using the auxiliary HMI device 114 to dynamically adjust the calibration factor used by the DCI module 120 when translating actuation of the primary HMI device 110 into a corresponding vehicle state command for operating the actuation system 102. In certain implementations, the dynamic tuning service 124 may be configured to dynamically adjust the calibration data 122 associated with the DCI module 120 to personalize vehicle responses, for example, by overwriting original pre-calibrated values ​​for different tuning parameters or variables with adjusted values ​​resulting from actuation of the auxiliary HMI device 114 to adapt the responses and performance of the vehicle 10 to the preferences of the individual driver. For example, after actuating the auxiliary HMI device 114 to cause the dynamic tuning service 124 of the DCI module 120 to increase responsiveness by generating the under-damped vehicle command state output 204 in response to actuation of the primary HMI device 110, the dynamic tuning service 124 may store or otherwise maintain adjusted damping factor values ​​and / or other adjusted values ​​for tuning parameters associated with actuation of the primary HMI device 110 to replace the original calibrated values ​​for those tuning parameters associated with actuation of the primary HMI device 110. In this regard, the dynamic tuning service 124 may define or otherwise create different driver profiles within the calibration data 122, wherein each driver profile is associated with a different set of tuning parameters that is different from the original set of pre-calibrated tuning parameters. In such an implementation, when the vehicle 10 is keyed on or otherwise started by the driver, the dynamic tuning service 124 may be configured to generate or otherwise provide a graphical user interface (GUI) display on an infotainment system or other display device associated with the vehicle 10 that allows the driver to select or otherwise identify whether the driver wants to utilize the original calibrated set of values ​​for the vehicle tuning parameters or an adjusted set of values ​​for the vehicle tuning parameters associated with a different driving profile.

[0028] In certain implementations, the dynamic tuning service 124 may utilize machine learning or other artificial intelligence techniques to automatically generate one or more different driver profiles with adjusted vehicle tuning parameters based on relationships between previous actuations of the auxiliary HMI device 114, previous actuations of the primary HMI device 110, and / or other contextual data or information associated with previous actions of the HMI devices 110, 114. For example, the dynamic tuning service 124 may receive contextual data or information from a vehicle navigation system, a vehicle sensor system 108, and / or other sources that allows the dynamic tuning service 124 to automatically generate or learn a particular driving profile to be used for a particular geographic location, a particular navigation route, and / or the like.

[0029] Figure 3An exemplary personalized tuning process 300 suitable for implementation by a driver command interpreter associated with a vehicle is depicted. For purposes of illustration, the following description may refer to the above description in conjunction with Figure 1-Figure 2 Although portions of the personalized tuning process 300 may be performed by different elements of the vehicle system, for purposes of explanation, the subject matter may be described herein primarily in the context of the personalized tuning process 300 being primarily performed by the dynamic tuning service 124 at the DCI module 120 .

[0030] At 302, the personalized tuning process 300 is initialized or otherwise started in response to receiving or otherwise obtaining a primary driver input command indicating that the vehicle is expected to move along the trajectory desired by the driver. In this regard, as described above, the primary driver input command can be implemented as a steering wheel, an accelerator pedal, a brake pedal, or any type of actuation of other primary HMI devices 110 configured to support the driver's actuation or manipulation into a corresponding change in the inertial state of the vehicle 10. When the primary driver input is received, the personalized tuning process 300 continues at 304 by identifying, detecting, or otherwise determining whether an auxiliary driver input is received simultaneously with the primary driver input. In this regard, the dynamic tuning service 124 associated with the DCI module 120 can monitor any auxiliary HMI device 114 associated with the actuated primary HMI device 110 to identify whether there is an auxiliary driver input indicating that the driver intends or expects to affect the DCI module 120 to transform or convert the actuation of the primary HMI device 110 into a corresponding change in the inertial state of the vehicle 10.

[0031] In the absence of auxiliary driver input, the personalized tuning process 300 automatically generates a vehicle state command in response to the primary driver input using the stored calibration parameters associated with the corresponding primary HMI device at 306, and automatically provides the resulting vehicle state command to one or more onboard actuation systems at 314 to produce a corresponding change in the inertial state of the vehicle 10 to achieve the driver's desired lateral and / or longitudinal trajectory. In this regard, before receiving the auxiliary driver input, the dynamic tuning service 124 accesses the stored calibration data 122 to obtain default or pre-calibrated values ​​for damping factors, natural frequencies, amplitudes, and potential other parameters or variables associated with converting the driver input received from the particular primary HMI device 110 into a corresponding vehicle state command, and then utilizes the obtained calibration parameter values ​​to generate a vehicle state command (e.g., a nominal vehicle state command output 202) that reflects the amount and / or rate of actuation of the corresponding primary HMI device 110.

[0032] In one or more exemplary implementations, the DCI module 120 utilizes sensed inertial measurement data and potentially other vehicle state data from the onboard sensor system 108 along with calibration parameters when generating or otherwise converting actuation of the corresponding primary HMI device 110 into a vehicle state command. In this regard, the DCI module 120 may restrict or otherwise impose one or more safety and / or stability constraints on the resulting vehicle state command given the current inertial measurement data and other current vehicle state information to ensure that the vehicle state command maintains the operation of the vehicle 10 within specified limits, the details of which are not germane to the present disclosure. The vehicle state command generated by the DCI module 120 is provided to one or more actuator control systems 106 to control the operation of the corresponding actuation systems 102 associated with the vehicle 10 to actuate the actuators 104 and cause corresponding movement of the vehicle 10 that reflects and responds to the sensed actuation of the primary HMI device 110 corresponding to the received driver input command.

[0033] The loop defined by 302, 304, 306, and 314 may be continuously repeated throughout operation of the vehicle 10 until an auxiliary driver input is detected, identified, or otherwise received at 304. In response to obtaining an auxiliary driver input concurrent with the primary driver input, the personalized tuning process 300 continues at 308 by dynamically adjusting one or more calibration parameters associated with the respective primary HMI device to dynamically adjust or otherwise affect the relationship between actuation of the respective primary HMI device and the resulting vehicle state command. For example, as described above, in response to actuation of an auxiliary HMI device 114 associated with a simultaneously actuated primary HMI device 110, the dynamic tuning service 124 may utilize sensed measurement data obtained from the auxiliary HMI sensors 116 to scale or otherwise adjust default or pre-calibrated values ​​for one or more of the following: damping factors, natural frequencies, amplitudes, and potentially other parameters or variables associated with converting driver inputs received from that particular primary HMI device 110 into corresponding vehicle state commands in a manner that is commensurate, proportional, or otherwise corresponding to the sensed actuation of the auxiliary HMI sensors 116. In this regard, depending on the particular auxiliary HMI device 114 being actuated, the particular direction or manner of actuation of the particular auxiliary HMI device 114, the magnitude of the force associated with actuation of the particular auxiliary HMI device 114, and / or other characteristics of the actuation of the particular auxiliary HMI device 114, the dynamic tuning service 124 may increase and / or decrease the values ​​for the calibration parameters to correspondingly increase or decrease the responsiveness of the resulting vehicle state command to actuation of the primary HMI device 110.

[0034] For example, when the sensed auxiliary actuation measurement data received from the auxiliary HMI sensor 116 corresponds to a driver intent to increase vehicle responsiveness and / or decrease stability relative to actuation of the primary HMI device 110, the dynamic tuning service 124 may correspondingly determine adjusted values ​​for one or more calibration parameters associated with the actuated primary HMI device 110 to provide a more underdamped or sensitive vehicle state command output (e.g., underdamped vehicle state command output 204) in response to actuation of the primary HMI device 110. On the other hand, when the sensed auxiliary actuation measurement data received from the auxiliary HMI sensor 116 corresponds to a driver intent to decrease vehicle responsiveness and / or increase stability relative to actuation of the primary HMI device 110, the dynamic tuning service 124 may correspondingly determine adjusted values ​​for one or more calibration parameters associated with the actuated primary HMI device 110 to provide a more overdamped or insensitive vehicle state command output (e.g., overdamped vehicle state command output 206) in response to actuation of the primary HMI device 110.

[0035] In the continued reference Figure 1-Figure 2 In the case of still referring to Figure 3In one or more implementations, the personalized tuning process 300 stores or otherwise maintains the adjusted calibration parameters associated with the particular driving profile at 310. For example, in certain implementations, the dynamic tuning service 124 may instantiate or otherwise create a set of calibration data 122 for a temporary driving profile for use during a current operating instance of the vehicle 10, the set of calibration data including adjusted calibration parameter values ​​for at least some of the primary HMI devices 110, which may be utilized in place of or in conjunction with default or original pre-calibrated parameter values ​​for those or other primary HMI devices 110. In this regard, in certain implementations, after the current operating instance of the vehicle 10 is completed, the dynamic tuning service 124 may generate or otherwise provide a GUI display that allows the driver to save or otherwise persistently maintain the temporary driving profile as a saved driving profile available for reuse (e.g., by assigning a unique name or other identifier to the driving profile and persistently maintaining the adjusted calibration parameter values ​​as part of the calibration data 122 available to the dynamic tuning service 124). In other implementations, the dynamic tuning service 124 may store or otherwise maintain the adjusted calibration parameter values ​​associated with the received primary and secondary HMI inputs and potentially other contextual information (e.g., inertial measurement data, route data or other navigation information, etc.) to provide a training data set for utilizing machine learning or artificial intelligence techniques to derive or develop a personalized calibration data set that is adapted to changes in driver behavior over time to be utilized in place of the original pre-calibrated calibration parameter values.

[0036] After determining the adjusted calibration parameter value, the personalized tuning process 300 automatically generates an adjusted vehicle state command in response to the primary driver input using the adjusted calibration parameters associated with the corresponding primary HMI device at 312. In this regard, the adjusted calibration parameters affect the manner in which a given primary driver input actuation is mapped, transformed or otherwise converted into a vehicle state command, so that the amount and / or rate of the same primary driver input actuation produces different vehicle state commands by virtue of the adjusted calibration parameters. In a similar manner as described above, the DCI module 120 utilizes the adjusted calibration parameter value together with the sensed vehicle measurement data from the onboard sensor system 108 to convert the actuation of the corresponding primary HMI device 110 into an adjusted vehicle state command while maintaining the operation of the vehicle 10 within other applicable restrictions on vehicle operation. The personalized tuning process 300 provides the adjusted vehicle state command to the actuation system at 314 in a similar manner as described above for implementation.

[0037] The loop defined by 302, 304, 308, 310, 312, and 314 may be repeated at a rate or frequency associated with the updating of the vehicle state command by the DCI module 120 and / or the actuation system 102 to continuously and dynamically adjust the calibration parameters while the auxiliary HMI device 114 is simultaneously actuated. In this regard, the driver may maintain constant actuation of the auxiliary HMI device 114, or gradually increase or decrease actuation, until the vehicle 10 exhibits a desired amount of responsiveness and / or stability, at which point the driver may cease actuation of the auxiliary HMI device 114. Thereafter, the resulting adjusted calibration parameters may be stored or otherwise maintained (e.g., as part of a temporary driving profile) by the dynamic tuning service 124 of the DCI module 120 to replace any original or default pre-calibrated values ​​for the calibration parameters at 306 for subsequent reference and implementation during the current operating instance of the vehicle 10. Thus, the driver can utilize the auxiliary HMI device 114 to dynamically tune and adjust various aspects of the performance of the responsiveness of the vehicle 10 until their personally preferred amount of responsiveness is achieved. Once the vehicle 10 exhibits the desired responsiveness, the driver can cease actuation of the auxiliary HMI device 114 for the remainder of the current operating instance of the vehicle 10. Additionally, in implementations where the resulting driving profile with adjusted calibration parameters is stored or otherwise persisted across operating instances of the vehicle 10, the driver can select or otherwise enable the desired driving profile to achieve their desired responsiveness during subsequent instances of operating the vehicle 10 without having to actuate the auxiliary HMI device 114.

[0038] Figure 4 A steering wheel 400 suitable for use as a primary HMI device 110 and a Figure 3 The personalized tuning process 300 and Figure 1 1 and 1 . An exemplary implementation of the auxiliary HMI devices 402, 404 associated with the vehicle 100 for use with the dynamic tuning service 124 of the DCI module 120 in the vehicle system 100 of FIG. 10A is shown. In this regard, the auxiliary HMI devices 402, 404 may be implemented as depressible switches or levers integrated with the steering wheel 400. During operation of the vehicle 10, the driver may actuate one or both of the auxiliary HMI devices 402, 404 while actuating the steering wheel 400 in a clockwise or counterclockwise direction to affect the manner in which the vehicle 10 responds to actuation of the steering wheel 400 in that particular direction or manner.

[0039] For example, in one implementation, when the driver actuates a first auxiliary HMI device 402 corresponding to the direction of a turn or maneuver initiated by the driver while the steering wheel 400 is actuated to the left in a counterclockwise direction, the dynamic tuning service 124 may determine that the driver intends to increase vehicle responsiveness and / or decrease stability in response to the actuation of the steering wheel 400, and correspondingly adjust the calibration parameters associated with the actuation of the steering wheel 400 in the left or counterclockwise direction to increase responsiveness, thereby providing a greater likelihood of oversteering (e.g., by providing an underdamped yaw rate vehicle command output 204 in response to the actuation of the steering wheel 400). In this regard, in certain implementations, the dynamic tuning service 124 adjusts the calibration parameters associated with the actuation of the steering wheel 400 by an amount corresponding to the amount or rate of actuation of the auxiliary HMI device 402, e.g., by making the response increasingly underdamped in a manner proportional to the force applied to the auxiliary HMI device 402 sensed or otherwise measured by the auxiliary HMI sensor 116.

[0040] The adjusted underdamped yaw rate command generated by the dynamic tuning service 124 in response to the simultaneous actuation of the steering wheel 400 and the left auxiliary HMI device 402 is provided to the vehicle steering system and / or other actuation system 102 associated with the vehicle 10 to provide a more underdamped response of the vehicle yaw rate to the actuation of the steering wheel 400. In this regard, the adjusted underdamped yaw rate command may also cause the propulsion system, drivetrain, or other actuation system 102 to increase and / or decrease actuation of its associated actuator 104 to cooperate with the steering system to provide a desired amount or rate of change in the yaw of the vehicle in response to the adjusted underdamped yaw rate command. In this manner, actuation of the auxiliary HMI device 402 may adjust the relationship between the vehicle yaw rate command and the driver input steering wheel angle, thereby affecting the lateral trajectory of the vehicle in a manner different from the lateral trajectory of the vehicle that would otherwise result from using the initial or default calibration data 122 for the same driver input steering wheel angle.

[0041] Alternatively, when the driver actuates the second auxiliary HMI device 404 in the opposite direction of the turn or maneuver initiated by the driver while the steering wheel 400 is actuated to the left in the counterclockwise direction, the dynamic tuning service 124 may determine that the driver intends to reduce vehicle responsiveness and / or increase stability in response to the actuation of the steering wheel 400, and correspondingly adjust the calibration parameters associated with the actuation of the steering wheel 400 in the left or counterclockwise direction to reduce responsiveness, thereby providing a greater likelihood of understeer (e.g., by providing an over-damped yaw rate vehicle command output 206 in response to the actuation of the steering wheel 400). The adjusted over-damped yaw rate command generated by the dynamic tuning service 124 in response to the simultaneous actuation of the steering wheel 400 and the right auxiliary HMI device 402 is then provided to the vehicle steering system and / or other actuation systems 102 associated with the vehicle 10 to provide a more over-damped response of the vehicle yaw rate to the actuation of the steering wheel 400.

[0042] In various implementations, the auxiliary HMI devices 402, 404 may be capable of being used to affect vehicle response to actuation of other primary HMI devices 110 other than the steering wheel 400. For example, when the steering wheel is in a neutral or unactuated state or otherwise in a steady-state condition (e.g., when the rate of change of the steering wheel angle is less than a threshold), actuation of one or more of the auxiliary HMI devices 402, 404 may cause the dynamic tuning service 124 to adjust calibration parameters associated with the longitudinal trajectory of the vehicle 10 or other primary HMI devices 110. For example, when the steering wheel 400 is in a steady-state condition, simultaneous actuation of both auxiliary HMI devices 402, 404 may be configured to cause the dynamic tuning service 124 to adjust calibration parameters associated with an accelerator pedal, a brake pedal, or other primary HMI device 110 associated with the longitudinal motion of the vehicle 10 to increase the responsiveness of the vehicle 10 to actuation of the corresponding primary HMI device 110, thereby affecting the longitudinal trajectory of the vehicle 10. In this regard, the adjusted calibration parameters may cause the DCI module 120 to provide an adjusted underdamped longitudinal acceleration rate command to the propulsion system, transmission system, or other actuation system 102 in response to actuation of an accelerator pedal, and / or to provide an adjusted overdamped deceleration rate command to the braking system in response to actuation of a brake pedal.

[0043] It will be appreciated that there are many different potential types, configurations, and combinations of primary and secondary HMI devices that may be utilized in conjunction with the dynamic tuning service 124 and the personalized tuning process 300, and that the subject matter described herein is not limited to any particular combination, configuration, algorithm, or scheme for adjusting the relationship between primary driver input commands for controlling or affecting vehicle trajectory and responsive vehicle state commands provided to the onboard actuation system 102. For example, in certain implementations, a driver or other user may manually configure an actuation of a secondary HMI device to adjust or otherwise affect the amount of the resulting vehicle state command (e.g., by preconfiguring a gain or other factor that specifies the relationship between actuation of the secondary HMI device and the resulting vehicle state command adjustment). Additionally, certain implementations may enable a driver or other user to manually configure the relationship between a secondary HMI device and an actuation system affected by actuation of the secondary HMI device. For example, a driver or other user may select which actuation system (or subset of actuation systems) may be adjusted or tuned by a particular auxiliary HMI device to achieve a desired vehicle dynamic response, while in other implementations, any of the actuation systems may be configured to be adjusted by any auxiliary HMI device to allow the entire vehicle system to be adjusted as needed to achieve a desired response.

[0044] For the sake of brevity, conventional techniques related to other functional aspects of vehicle control systems, actuator control systems, vehicle actuation systems, driver command interpretation, and systems (and the various operating components of the systems) may not be described in detail herein. In addition, the connecting lines shown in the various drawings included herein are intended to represent exemplary functional relationships and / or physical couplings between various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in the implementation of this theme.

[0045] As used herein, the word "exemplary" means "serving as an example, instance, or illustration." Therefore, any implementation described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations. All implementations described herein are exemplary implementations, which are provided to enable those skilled in the art to make or use the invention, and are not intended to limit the scope of the invention as defined by the claims.

[0046] Those skilled in the art will appreciate that the various illustrative logic blocks, modules, circuits and algorithm steps described in conjunction with the implementation disclosed herein can be implemented as electronic hardware, computer software or a combination of the two. Some of the implementations are described above according to functions and / or logic block components (or modules) and various processing steps. However, it should be understood that such block components (or modules) can be implemented by any number of hardware, software and / or firmware components configured to perform a specified function. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits and steps have been described above generally according to their functions. Whether such functions are implemented as hardware or software depends on specific applications and the design constraints imposed on the entire system. Those skilled in the art can implement the described functions in different ways for each specific application, but such implementation decisions should not be interpreted as causing departure from the scope of the present invention.

[0047] When implemented with software or firmware, the various elements of the system described herein are basically code segments or instructions that perform various tasks. A program or code segment can be stored in a processor-readable medium, or sent by a computer data signal embodied in a carrier wave on a transmission medium or a communication path. "Computer-readable medium", "processor-readable medium" or "machine-readable medium" may include any medium that can store or transmit information. Examples of processor-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memories, erasable ROMs (EROMs), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. Computer data signals may include any signal that can be propagated on a transmission medium such as an electronic network channel, optical fiber, air, electromagnetic path or RF link. Code segments may be downloaded via computer networks such as the Internet, intranets, LANs, etc.

[0048] In this document, relational terms such as first and second, etc., may be used only to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between these entities or actions. Numerical ordinals such as "first", "second", "third", etc., merely indicate different single ones among a plurality, and do not imply any order or sequence unless specifically defined by the claim language. The order of the text in any of the claims does not mean that the process steps must be performed in a temporal or logical order according to such order, unless it is specifically defined by the claim language. The process steps may be interchanged in any order without departing from the scope of the present invention, as long as such interchange does not contradict the claim language and is logically consistent.

[0049] In addition, the foregoing description may relate to element or node or feature "coupled" together. As used herein, unless otherwise explicitly stated, "coupling" means that an element / node / feature is directly or indirectly engaged to another element / node / feature (or directly or indirectly communicated with another element / node / feature), and not necessarily mechanically. For example, two elements can be coupled to each other physically, electronically, logically or in any other way by one or more additional elements. Therefore, although the accompanying drawings may depict an exemplary arrangement of elements directly connected to each other, additional intermediary elements, equipment, features or parts may be present in the implementation of the depicted theme. In addition, some terms may also be used only for reference purposes in this article, and are therefore not intended to be restrictive.

[0050] Although at least one exemplary aspect has been presented in the foregoing detailed description, it should be understood that there are a large number of variations. It should also be understood that the exemplary aspect or multiple exemplary aspects are merely examples and are not intended to limit the scope, applicability, or configuration of the present disclosure in any way. Specifically, the foregoing detailed description will provide a convenient roadmap for implementing the exemplary aspect or multiple exemplary aspects for those skilled in the art. It should be understood that various changes may be made to the function and arrangement of the elements without departing from the scope of the present disclosure as set forth in the attached claims and their legal equivalents.

Claims

1. A method of assisting operation of a vehicle, the method comprising: obtaining, by a control module associated with the vehicle, a driver input from a first human-machine interface device coupled to the control module indicating a driver command for affecting a trajectory of the vehicle; generating, by the control module, a vehicle state command output based at least in part on the driver input and calibration data associated with the first human machine interface device; providing, by the control module, the vehicle state command output to an actuator control system associated with the vehicle, wherein the actuator control system is configurable to operate actuators of the vehicle to affect the trajectory of the vehicle based on the vehicle state command output; obtaining, by the control module, from a second human-machine interface device different from the first human-machine interface device, an auxiliary driver input indicative of a second driver command for affecting a responsiveness of the vehicle to the driver input; as well as The relationship between the vehicle state command output and the driver input is adjusted, by the control module, based on the auxiliary driver input.

2. The method of claim 1 , wherein adjusting the relationship comprises determining an adjusted vehicle state command output corresponding to the driver input, wherein the actuator control system is configurable to operate the actuators of the vehicle based on the adjusted vehicle state command output to affect the trajectory of the vehicle in a manner different from the vehicle state command output.

3. The method according to claim 1 further includes adjusting the calibration data associated with the first human-machine interface device in response to the auxiliary driver input, thereby generating adjusted calibration data associated with the first human-machine interface device, wherein adjusting the relationship includes generating an adjusted vehicle state command output based at least in part on the driver input and the adjusted calibration data associated with the first human-machine interface device.

4. The method of claim 3 , wherein adjusting the calibration data comprises adjusting one or more calibration parameters associated with the first human-machine interface device to provide an underdamped response to the actuation of the first human-machine interface device when the auxiliary driver input indicates that the driver intends to increase the responsiveness of the trajectory of the vehicle to the actuation of the first human-machine interface device.

5. The method of claim 3 , wherein adjusting the calibration data comprises adjusting one or more calibration parameters associated with the first human-machine interface device to provide an over-damped response to the actuation of the first human-machine interface device when the auxiliary driver input indicates that the driver intends to reduce the responsiveness of the trajectory of the vehicle to the actuation of the first human-machine interface device. 6 . The method of claim 3 , wherein adjusting the calibration data comprises adjusting one or more calibration parameters associated with the first human interface device in proportion to actuation of the second human interface device.

7. The method according to claim 6 further includes obtaining measurement data indicating the actuation of the second human-machine interface device from a sensor device coupled between the second human-machine interface device and the control module, wherein adjusting the one or more calibration parameters includes adjusting the one or more calibration parameters associated with the first human-machine interface device based at least in part on the measurement data.

8. A vehicle system comprising: a primary human machine interface device for receiving a driver input indicative of a driver command for affecting a trajectory of the vehicle; an auxiliary human machine interface device for receiving an auxiliary driver input indicative of a second driver command for affecting the responsiveness of the vehicle; an actuation system comprising one or more actuators operable to control the trajectory of the vehicle and an actuator control system coupled to the one or more actuators to operate the one or more actuators in response to a vehicle state command; a data storage element including calibration data associated with said primary human interface device; and a driver command interpretation module coupled to the primary human-machine interface device, the auxiliary human-machine interface device, the actuation system, and the data storage element to provide a dynamic tuning service, the dynamic tuning service being configurable to: generating the vehicle state command based at least in part on the driver input and the calibration data associated with the primary human machine interface device; as well as In response to the auxiliary driver input, the relationship between the vehicle state command and the driver input is adjusted based on the auxiliary driver input to generate an adjusted vehicle state command for the driver input, wherein the actuator control system operates the one or more actuators according to the adjusted vehicle state command to affect the relationship between the trajectory of the vehicle and the driver input.

9. The vehicle system of claim 8, wherein the dynamic tuning service is configurable to: adjusting the calibration data associated with the primary human-machine interface device in response to the secondary driver input, thereby generating adjusted calibration data associated with the primary human-machine interface device; storing the adjusted calibration data associated with the primary human interface device in the data storage element; and The adjusted vehicle state command is determined based at least in part on the driver input and the adjusted calibration data associated with the primary human machine interface device.

10. The vehicle system of claim 8, further comprising a sensor device coupled to the driver command interpretation module to provide measurement data indicative of actuation of the auxiliary human-machine interface device, wherein the dynamic tuning service is configurable to adjust one or more calibration parameters associated with the primary human-machine interface device in proportion to the actuation of the auxiliary human-machine interface device based at least in part on the measurement data.

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