System and method for minimum achievable driver torque estimation for steering applications

Abstract

A system for estimating driver torque in a steering system, the system configured to: receive at least one steering wheel position value; estimating a steering wheel speed value based on the at least one steering wheel position value; receiving at least one residual torque value; and estimating a driver torque based on the estimated steering wheel speed value and the at least one residual torque value.

Description

[0001] Cross-references to related applications

[0002] This U.S. non-provisional patent application claims the benefit and priority of U.S. Provisional Patent Application Serial No. 63 / 659,310, filed June 12, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to steering systems, and more particularly to systems and methods for estimating the minimum achievable driver torque for steering applications. Background Technology

[0004] Vehicles (such as cars, trucks, SUVs, crossovers, minivans, boats, aircraft, all-terrain vehicles, recreational vehicles, or other suitable forms of transportation) typically include various systems, such as steering systems and / or other suitable systems (e.g., braking systems, propulsion systems, etc.). Steering systems may include electric power steering (EPS) systems, steer-by-wire (SbW) systems, hydraulic steering systems, or other suitable steering systems. These systems of a vehicle typically control various aspects of the vehicle's steering (e.g., providing steering assistance to the vehicle operator, controlling the steering wheels, etc.), propulsion, braking, etc. Summary of the Invention

[0005] This disclosure relates generally to steering systems.

[0006] One aspect of the disclosed embodiments includes a system for estimating driver torque in a steering system. The system includes a processor and a memory. The memory includes instructions that, when executed by the processor, enable the processor to: estimate the driver torque; and selectively control at least one aspect of the steering system based on the estimated driver torque.

[0007] Another aspect of the disclosed embodiments includes a method for estimating driver torque in a steering system. The method includes estimating: estimating driver torque; and selectively controlling at least one aspect of the steering system based on the estimated driver torque.

[0008] Another aspect of the disclosed embodiments includes a system for estimating driver torque in a steering system. The system includes a processor and a memory. The memory includes instructions that, when executed by the processor, enable the processor to: receive at least one handwheel position value; estimate a handwheel velocity value based on the at least one handwheel position value; receive at least one residual torque value; and estimate a driver torque based on the estimated handwheel velocity value and the at least one residual torque value.

[0009] Another aspect of the disclosed embodiments includes a method for estimating driver torque in a steering system. The method includes: receiving at least one handwheel position value; estimating a handwheel velocity value based on the at least one handwheel position value; receiving at least one residual torque value; and estimating a driver torque based on the estimated handwheel velocity value and the at least one residual torque value.

[0010] These and other aspects of the present disclosure are disclosed in the detailed description of the embodiments below, the claims, and the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0011] The present disclosure is best understood when the following detailed description is read with reference to the accompanying drawings. It is emphasized that, according to common practice, the various features of the drawings are not to scale. On the contrary, the dimensions of the various features are arbitrarily expanded or reduced for clarity.

[0012] Figure 1 A vehicle according to the principles of the present disclosure is generally shown.

[0013] Figure 2 A controller according to the principles of the present disclosure is generally shown.

[0014] Figures 3 to 9 A block diagram of a driver torque estimation system according to the principles of the present disclosure is generally shown.

[0015] Figure 10 A flowchart of a driver torque estimation method according to the principles of the present disclosure is generally shown. DETAILED DESCRIPTION

[0016] The following discussion is directed to various embodiments of the present disclosure. Although one or more of these embodiments can be preferred, the disclosed embodiments should not be interpreted, or otherwise used, as limiting the scope of the present disclosure, including claims, to such embodiments. Additionally, one skilled in the art will understand that the following description has broad application and is only meant to be illustrative of one or more embodiments of the present disclosure and is not intended to suggest that the scope of the present disclosure, including claims, is limited to such embodiment.

[0017] As described, vehicles, such as cars, trucks, sport utility vehicles, crossovers, vans, watercraft, aircraft, all-terrain vehicles, recreational vehicles, or other suitable forms of conveyances, generally include various systems, such as steering systems and / or other suitable systems (e.g., such as braking systems, propulsion systems, etc.). Steering systems can include EPS systems, SbW steering systems, hydraulic steering systems, or other suitable steering systems. Such systems of vehicles generally control various aspects of vehicle steering (e.g., including providing steering assistance to an operator of the vehicle, controlling steering wheels of the vehicle, etc.), vehicle propulsion, vehicle braking, etc.

[0018] The core focus of traditional EPS and similar steering applications is to assist the driver by reducing the effort to perform a steering operation. Alternatively, (SbW) applications incorporate an optimal level of effort for the driver’s actions to simulate a steering feel. For all steering applications, the torque applied by the driver cannot be directly sensed, so various estimation strategies are used to estimate it. The estimated driver torque (e.g., the force applied by the driver or vehicle operator on a steering input, such as a steering wheel) can then be used for advanced algorithms, such as hands-on-wheel detection, driver intent detection during certain operations, etc.

[0019] Driver torque is generally estimated via a complex observer architecture for accurate and reliable estimation. However, this embeds complexity in the overall system and is prone to failure due to the involvement of multiple sensor inputs. The currently used approach requires a lot of tuning and is only applicable to torque sensor based columns, so it cannot be applied to other systems.

[0020] Accordingly, it can be desirable to have systems and methods configured to provide improved driver torque estimation, such as the systems and methods described herein. In some embodiments, the systems and methods described herein can be configured to provide a minimally achievable design for driver torque estimation for SbW applications. The systems and methods described herein can be configured to provide a simpler observer architecture with higher robustness, and a gain setting technique that provides easier tunability, reducing the time and effort required for implementation. Furthermore, the approach can be used for multiple design variants of EPS or SbW applications, such as steering wheel torque sensor based or sensorless designs.

[0021] Figure 3A higher level functional architecture of the SbW steering wheel system overall is shown. The two main control modes within this steering wheel actuator are a current control loop and a torque control loop. Torque control is performed by utilizing feedback from a torque sensor, or by implementing feedforward control in the absence of torque sensing or as a redundant mode during torque sensor failure. A torque regulator acts on the reference torque command requested by the SbW system to generate a motor torque command. The motor torque command is then converted to an equivalent current command, which is further regulated based on the measured current to generate a voltage command.

[0022] Steering column torque (colloquially, steering wheel torque) signals are sensed via a torque sensor present on the lower end of the steering column, however, it provides more than just information about the torque applied by the driver. This makes it challenging to accurately estimate the driver torque. Similarly, for steering configurations that do not employ a steering column and hence a torque sensor, the estimation of driver torque is equally (if not more) challenging due to the absence of any sensing mechanism. Accurate estimation of driver torque is critical for modern steering applications as multiple ADAS functions rely on the driver torque signal as a primary input.

[0023] In some embodiments, the systems and methods described herein can be configured to provide a generalized, minimum achievable linear state observer for driver torque applicable to different steering configurations. Further, two specific observer gain tuning strategies can be used that allow for easier and intuitive tunability.

[0024] A general model of the steering wheel actuator mechanical system can be given as:

[0025]

[0026] where τ d , τ r are the driver torque and the residual torque, respectively. The residual torque can refer to a torque value associated with the torque remaining in the steering components after the input force (e.g., steering wheel torque) has been removed. For example, the residual torque can be associated with internal resistance or friction within the steering rack, various gears, bushes, etc. (e.g., for steering systems such as EPS). Additionally or alternatively, with respect to SbW steering systems, the residual torque can be associated with the remaining torque or resistance in the steering actuator or feedback motor after the driver input has been removed. As described herein, the residual torque can be determined and / or estimated based on sensor measurements.J h and b h are the mechanical constants (inertia and damping) of the steering wheel, and θ h is the steering wheel angle. τ fis a lumped friction term as a function of Coulomb friction, aerodynamic drag and other friction components based on design that can act on the steering wheel. A block diagram of such a system can be given as Figure 4

[0027] For simplicity in modeling, the driver torque and friction components have been lumped together as τd'. Thus,

[0028] τd' = τd+ τf d = τ d -τ f (2)

[0029] Equivalently, it can be assumed that for simplicity in modeling, the analyzed modeled τ f can be lumped within τ l . Thus, the transfer function can be written as:

[0030]

[0031] Based on the overall model, different cases can be modeled based on the application. In some embodiments, the systems and methods described herein can be configured to provide 2 cases based on availability of torque sensing, as an example, both of which have been modeled and described herein.

[0032] Case 1 - Sensor based SbW or EPS application. Case 2 - Sensorless SbW or EPS application. Sensor based SbW or EPS application. The steering wheel actuator mechanical system for a T-bar based system can be represented as a 2-mass model as shown in Figure 4

[0033]

[0034] where τ h , τ m are the steering wheel torque and motor torque respectively. θ m is the motor angle in the steering wheel frame of reference. J m and b m are the mechanical constants (inertia and damping) of the motor in the steering wheel frame of reference. K h is the T-bar compliance. Note that for this case, τ h is equivalent to τ r (residual torque).

[0035] For this case, the steering wheel angle can be estimated as follows from equation 4:

[0036] ​​

[0037] Sensorless SbW or EPS applications. The steering wheel actuator mechanical system for a T-bar free system can be represented as a 1-mass model and can be written as follows:

[0038]

[0039] Note that for a sensorless system, due to high column stiffness, the steering wheel angle and the motor angle in the steering wheel frame are the same. Also, J h and b h and represent the lumped inertia and damping terms considering both steering wheel and motor parameters. Here, τ m is equivalent to the residual torque.

[0040] In some embodiments, the systems and methods described herein can be configured to provide a minimal realizable state observer. A generalized steering wheel actuator system can be represented as a combination of three states, i.e., steering wheel angle, steering wheel velocity, and driver torque. However, it can also be represented as a minimal realization with only two states by eliminating the steering wheel angle. A minimal realization is a representation of a system with the minimum number of state variables without losing information about the behavior of the system. This representation ensures that the observer is able to accurately estimate the states with the least amount of system information. Thus, observer design based on this system representation can be generalized to many applications as it can be implemented with the least number of measurements.

[0041] Converting the overall model to a minimal state system, θ h can be replaced by ω h and represented as follows:

[0042]

[0043] As Figures 4 to 9 generally shown in Figure 7 a Luenberger state estimator is shown. The Luenberger estimator is an analytical linear state estimator capable of estimating one or more state variables of a plant the matrices and are derived from the state space representation of the plant and the estimated parameters. The matrix L is the observer gain matrix that drives the characteristics of the observer.

[0044] In some embodiments, under the assumption of unknown initial conditions, the residual torque is modeled as an input to the system and the driver torque is modeled as a state of the system. Since the derivative of the unknown step function is zero, the minimal state system can be represented as a state space model as follows:

[0045]

[0046] Upon examining the observability criteria of the system and method described herein, the linear observer can be designed as follows:

[0047]

[0048] where L1and L2are the observer gains. This can be simplified and written as follows:

[0049]

[0050] The error dynamics between the plant and the model can be modeled as follows. Note that it is assumed that the estimated parameters are identical to the actual parameters.

[0051]

[0052] where and are error terms and can be written as follows:

[0053]

[0054] Furthermore, an expression for the estimated driver torque can be derived based on being a function of the residual torque and steering wheel speed (Equation 10) to clearly illustrate the relationship between the available measured / estimated signals and the observed states. Note that here too it is assumed that the estimated parameters are identical to the actual parameters.

[0055]

[0056] The following shows an alternative representation of the block diagram with the plant and the minimal achievable observer. To derive the observer transfer function, ω h is substituted into the equation from the plant transfer function. 13, gives the following expression:

[0057]

[0058] Based on Equation 14, the observer can be tuned via different techniques to achieve the desired frequency response.

[0059] While various model-based or theoretical techniques can be used to tune the observer gains, for intuitive and easy observer gain tuning, two analytical methods based on the dynamics of the given observer system have been described in detail here.

[0060] In some embodiments, the poles of the observer are chosen such that they are x times faster than the plant poles. It is important to note that in order to maximize the bandwidth of the observer, the scalar x can be scheduled according to one or more signals.

[0061] According to the characteristic equation of the error dynamics matrix, using the above strategy, the following observer gain is chosen such that the poles are faster than the controlled object poles h / J h Fast x times:

[0062]

[0063] Additional or alternative embodiments are based on implementing a second order observer transfer function response. The gains are chosen such that the bandwidth and damping characteristics of the observer can be managed to produce a desired observer response as shown in the following equation:

[0064]

[0065] Here ζ and ω n represent the desired natural frequency and damping ratio of the second order transfer function. Thus, method 2 provides superior tuning flexibility as the observer bandwidth can be precisely controlled to avoid instability due to delays in the actual system based on the application.

[0066] The frequency response of the observer can be based on different values of ζ and ω n For implementation of the above observer design for driver torque estimation, the following architecture can be implemented where the driver torque estimation block consists of a discrete implementation of equation 14. Note that based on system friction, the analytical friction component can be subtracted from the observed states to obtain accurate results.

[0067] As described herein, based on the steering configuration, the definition of the residual torque can change and the source of the steering wheel angle can be different. However, for any EPS or SbW system, the residual torque and the steering wheel angle are the signals that will always be used as measurements or estimates. For any steering architecture, the systems and methods described herein can be configured to provide the (e.g., relative) simplest driver torque observer design that requires the minimum number of inputs.

[0068] The simulation results show that the observer is robust to small parameter estimation errors, however, it can be noted that gain tuning method two is the superior method. In some embodiments, the systems and methods described herein can be configured to provide a universal architecture for the minimum achievable observer for reliable, robust, and easy tunable driver torque estimation. The systems and methods described herein can be configured to utilize the minimum number of steering signals, thereby enabling the most widespread, most universal application of the systems and methods described herein. The systems and methods described herein can be configured to provide an analytical gain tuning method for stable, robust, and simply tunable observer implementation for different steering configurations.

[0069] Figure 1A vehicle 10 according to the principles of the present disclosure is generally shown. The vehicle 10 can include any suitable vehicle, such as a car, a truck, a sport utility vehicle, a van, a crossover vehicle, any other passenger vehicle, any suitable commercial vehicle, or any other suitable vehicle. While the vehicle 10 is shown as a passenger car having wheels and for use on a road, the principles of the present disclosure can be applied to other vehicles, such as an airplane, a boat, a train, a drone, or other suitable vehicles.

[0070] The vehicle 10 includes a vehicle body 12 and a hood 14. A passenger cabin 18 is at least partially defined by the vehicle body 12. Another portion of the vehicle body 12 defines an engine compartment 20. The hood 14 can be movably attached to a portion of the vehicle body 12 such that when the hood 14 is in a first or open position, the hood 14 provides access to the engine compartment 20, and when the hood 14 is in a second or closed position, the hood 14 covers the engine compartment 20. In some embodiments, the engine compartment 20 can be disposed at a rear of the vehicle 10, rather than the generally shown case.

[0071] The passenger cabin 18 can be disposed rearward of the engine compartment 20, but can be disposed forward of the engine compartment 20 in embodiments in which the engine compartment 20 is disposed at a rear of the vehicle 10. The vehicle 10 can include any suitable propulsion system, including an internal combustion engine, one or more electric motors (e.g., for an electric vehicle), one or more fuel cells, a hybrid propulsion system including a combination of an internal combustion engine and one or more electric motors (e.g., for a hybrid vehicle), and / or any other suitable propulsion system.

[0072] In some embodiments, the vehicle 10 can include a petrol or gasoline fuel engine, such as a spark ignition engine. In some embodiments, the vehicle 10 can include a diesel fuel engine, such as a compression ignition engine. The engine compartment 20 houses and / or encloses at least some components of the propulsion system of the vehicle 10. Additionally or alternatively, propulsion controls, such as accelerator actuators (e.g., accelerator pedal), brake actuators (e.g., brake pedal), steering wheel, and other such components, are disposed in the passenger compartment 18 of the vehicle 10. The propulsion controls can be actuated or controlled by an operator of the vehicle 10 and can be directly connected to corresponding components of the propulsion system, such as throttle, brakes, vehicle axles, vehicle transmission, etc. In some embodiments, the propulsion controls can transmit signals to a vehicle computer (e.g., drive-by-wire), which in turn can control corresponding propulsion components of the propulsion system. Thus, in some embodiments, the vehicle 10 can be an autonomous vehicle.

[0073] In some embodiments, the vehicle 10 includes a transmission in communication with the crankshaft via a flywheel or clutch or hydrodynamic coupling. In some embodiments, the transmission includes a manual transmission. In some embodiments, the transmission includes an automatic transmission. In the case of a combustion engine or hybrid vehicle, the vehicle 10 can include one or more pistons that operate in coordination with the crankshaft to generate a force that is transmitted through the transmission to one or more axles that cause the wheels 22 to turn. When the vehicle 10 includes one or more electric motors, a vehicle battery and / or fuel cell provides energy to the electric motor(s) to cause the wheels 22 to turn.

[0074] The vehicle 10 can include an automated vehicle propulsion system, such as a cruise control, adaptive cruise control, automatic brake control, other automated vehicle propulsion system, or combinations thereof. The vehicle 10 can be an autonomous or semi-autonomous vehicle, or other suitable type of vehicle. The vehicle 10 can include more or less features than those generally shown and / or disclosed herein.

[0075] In some embodiments, vehicle 10 can include an Ethernet component 24, a controller area network (CAN) bus 26, a media oriented systems transport component (MOST) 28, a FlexRay component 30 (e.g., a line control braking system, etc.), and a local interconnect network component (LIN) 32. Vehicle 10 can use CAN bus 26, MOST 28, FlexRay component 30, LIN 32, other suitable network or communication systems, or combinations thereof, to communicate various information from, for example, sensors within or outside the vehicle, to various processors or controllers within or outside the vehicle. Vehicle 10 can include more or less features than those generally shown and / or disclosed herein.

[0076] In some embodiments, vehicle 10 can include a steering system, such as an EPS system, a steer-by-wire steering system (e.g., which can include one or more controllers or be in communication with one or more controllers that control components of the steering system without using a mechanical connection between a steering wheel of vehicle 10 and wheels 22), a hydraulic steering system (e.g., which can include a magnetic actuator incorporated into a valve assembly of the hydraulic steering system), or other suitable steering system.

[0077] The steering system can include an open loop feedback control system or mechanism, a closed loop feedback control system or mechanism, or combinations thereof. The steering system can be configured to receive various inputs, including (but not limited to) steering wheel position, input torque, one or more road wheel positions, other suitable inputs or information, or combinations thereof.

[0078] Additionally or alternatively, the inputs can include steering wheel torque, steering wheel angle, motor speed, vehicle speed, estimated motor torque command, other suitable inputs, or combinations thereof. The steering system can be configured to provide steering functionality and / or control to vehicle 10. For example, the steering system can generate an assist torque based on the various inputs. The steering system can be configured to use the assist torque to selectively control a motor of the steering system to provide steering assist to an operator of vehicle 10.

[0079] In some embodiments, vehicle 10 can include a controller, such as Figure 2A generally illustrated controller 100 is shown. The controller 100 can include any suitable controller, such as an electronic control unit or other suitable controller. The controller 100 can be configured to control various functions of, for example, a steering system and / or various functions of the vehicle 10. The controller 100 can include a processor 102 and a memory 104. The processor 102 can include any suitable processor, such as the processors described herein. Additionally or alternatively, the controller 100 can include any suitable number of processors in addition to or instead of the processor 102. The memory 104 can include a single disk or multiple disks (e.g., hard drives) and include a storage management module that manages one or more partitions within the memory 104. In some embodiments, the memory 104 can include flash memory, semiconductor (solid state) memory, or the like. The memory 104 can include random access memory (RAM), read only memory (ROM), or a combination thereof. The memory 104 can include instructions that, when executed by the processor 102, enable the processor 102 to control at least various aspects of the vehicle 10.

[0080] The controller 100 can receive one or more signals indicative of sensed or measured characteristics of the vehicle 10 from various measurement devices or sensors 106. The sensors 106 can include any suitable sensors, measurement devices, and / or other suitable mechanisms. For example, the sensors 106 can include one or more torque sensors or devices, one or more steering wheel position sensors or devices, one or more motor position sensors or devices, one or more position sensors or devices, one or more radar sensors or devices, one or more lidar sensors or devices, one or more sonar sensors or devices, one or more image capture sensors or devices, other suitable sensors or devices, or a combination thereof. The one or more signals can be indicative of steering wheel torque, steering wheel angle, motor speed, vehicle speed, other suitable information, or a combination thereof.

[0081] In some embodiments, the controller 100 can be configured to estimate a driver torque in the steering system. For example, the controller 100 can estimate a driver torque. The controller 100 can selectively control at least one aspect of the steering system of the vehicle 10 based on the estimated driver torque.

[0082] In some embodiments, the controller 100 can estimate a driver torque in the steering system. For example, the controller 100 can receive at least one steering wheel position value. The controller 100 can estimate a steering wheel speed value based on the at least one steering wheel position value. The controller 100 can receive at least one residual torque value. The controller 100 can estimate a driver torque based on the estimated steering wheel speed value and the at least one residual torque value.

[0083] In some embodiments, the controller 100 can perform the methods described herein. However, the methods described herein are not meant to be limiting as to the type of software that can perform the methods described herein on a controller or processor without departing from the scope of the present disclosure. For example, a controller such as a processor executing software within a computing device can perform the methods described herein.

[0084] Figure 10 is a flowchart generally illustrating a driver torque estimation method 300 in accordance with the principles of the present disclosure. At 302, the method 300 estimates a driver torque.

[0085] At 304, the method 300 selectively controls at least one aspect of a steering system based on the estimated driver torque.

[0086] In some embodiments, the method 300 can further include estimating a driver torque in a steering system by receiving at least one steering wheel position value, estimating a steering wheel speed value based on the at least one steering wheel position value, receiving at least one residual torque value, and estimating the driver torque based on the estimated steering wheel speed value and the at least one residual torque value.

[0087] In some embodiments, a system for estimating axle lateral force includes a processor and a memory. The memory includes instructions that, when executed by the processor, enable the processor to: estimate a driver torque; and selectively control at least one aspect of a steering system based on the estimated driver torque.

[0088] In some embodiments, a method for estimating a driver torque in a steering system includes: estimating a driver torque; and selectively controlling at least one aspect of a steering system based on the estimated driver torque.

[0089] In some embodiments, a system for estimating a driver torque in a steering system includes a processor and a memory. The memory includes instructions that, when executed by the processor, enable the processor to: receive at least one steering wheel position value; estimate a steering wheel speed value based on the at least one steering wheel position value; receive at least one residual torque value; and estimate the driver torque based on the estimated steering wheel speed value and the at least one residual torque value.

[0090] In some embodiments, the at least one steering wheel position value corresponds to a measured position of the steering wheel. In some embodiments, the measured position of the steering wheel corresponds to one or more measurement values received from one or more sensors. In some embodiments, the at least one steering wheel position value corresponds to an estimated steering wheel position of the steering wheel. In some embodiments, the at least one residual torque value corresponds to a measured residual torque of one or more components in the steering system. In some embodiments, the measured residual torque corresponds to one or more measurement values received from one or more sensors. In some embodiments, the at least one residual torque value corresponds to an estimated residual torque of one or more components in the steering system. In some embodiments, estimating the driver torque comprises modeling the driver torque as a state of the steering system. In some embodiments, estimating the driver torque comprises using at least one Luenberger estimator. In some embodiments, the steering system comprises a steer-by-wire steering system.

[0091] In some embodiments, a method for estimating a driver torque in a steering system comprises receiving at least one steering wheel position value; estimating a steering wheel velocity value based on the at least one steering wheel position value; receiving at least one residual torque value; and estimating a driver torque based on the estimated steering wheel velocity value and the at least one residual torque value.

[0092] In some embodiments, the at least one steering wheel position value corresponds to a measured position of the steering wheel. In some embodiments, the measured position of the steering wheel corresponds to one or more measurement values received from one or more sensors. In some embodiments, the at least one steering wheel position value corresponds to an estimated steering wheel position of the steering wheel. In some embodiments, the at least one residual torque value corresponds to a measured residual torque of one or more components in the steering system. In some embodiments, the measured residual torque corresponds to one or more measurement values received from one or more sensors. In some embodiments, the at least one residual torque value corresponds to an estimated residual torque of one or more components in the steering system. In some embodiments, estimating the driver torque comprises modeling the driver torque as a state of the steering system. In some embodiments, estimating the driver torque comprises using at least one Luenberger estimator. In some embodiments, the steering system comprises a steer-by-wire steering system.

[0093] The above discussion is meant to show the principles and various embodiments of the present disclosure. Many changes and modifications will become apparent to those skilled in the art once fully understood the above disclosure. The appended claims are intended to cover all such changes and modifications.

[0094] The word “example” is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as “example” is not necessarily to be construed as preferred or advantageous over other aspects or designs. Rather, use of the word “example” is intended to present concepts in a concrete fashion. As used in this application, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless specified otherwise, or clear from context, “X includes A or B” is intended to mean any of the natural inclusive permutations. That is, if X includes A; X includes B; or X includes both A and B, then “X includes A or B” is satisfied under any of the foregoing instances. In addition, the articles “a” and “an” as used in this application and the appended claims should generally be construed to mean “one or more” unless specified otherwise or clear from context to be directed to a singular form. Moreover, use of the term “an implementation” or “one implementation” throughout is not intended to mean the same implementation or implementation unless specifically so limited.

[0095] Implementations of the systems, algorithms, methods, instructions, and the like described herein can be realized in hardware, software, or any combination thereof. Hardware can include, for example, computers, intellectual property (IP) cores, application-specific integrated circuits (ASICs), programmable logic arrays, optical processors, programmable logic controllers, microcode, microcontrollers, servers, microprocessors, digital signal processors or any other suitable circuit. In the claims, the term “processor” should be understood as encompassing any of the foregoing hardware, either alone or in combination. The terms “signal” and “data” are used interchangeably.

[0096] As used herein, the term module can include a packaged functional hardware unit designed for use with other components, instruction sets executable by a controller (e.g., a processor executing software or firmware), processing circuitry configured to perform a specific function, and independent hardware or software components that are configured to perform a specific function, and independent hardware or software components that are configured to perform a specific function, and that are used singly or in combination with other components, instruction sets, processing circuitry, and the like to perform a specific function. For example, a module can include an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a circuit, a digital logic circuit, an analog circuit, a combination of discrete circuits, a gate, and other types of hardware, or combinations thereof. In other embodiments, a module can include memory storing instructions that are executable by a controller to implement features of the module.

[0097] Further, in one aspect, for example, a general purpose computer or general purpose processor with a computer program could be used to implement the systems described herein, the computer program implementing any of the various methods, algorithms and / or instructions described herein when executed. Additionally or alternatively, for example, a special purpose computer / processor could be utilized which can include other hardware for implementing any of the methods, algorithms or instructions described herein.

[0098] Further, all or a portion of embodiments of the present disclosure can take the form of a computer program product accessible from, for example, computer-usable or computer-readable medium. A computer-usable or computer-readable medium can be any device or apparatus that can, for example, tangibly

[0099] The above-described embodiments, implementations and aspects have been described to allow easy understanding of the present disclosure and do not limit the present disclosure. Instead, the present disclosure is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims, which should be accorded with the broadest interpretation so as to encompass all such modifications and equivalent structures as are permitted under the law.

Claims

1. A system for estimating driver torque in a steering system, the system comprising: processor; and The memory includes instructions that, when executed by the processor, enable the processor to: Receive at least one steering wheel position value; Based on the at least one steering wheel position value, estimate the steering wheel speed value; Receive at least one residual torque value; and The driver torque is estimated based on the estimated steering wheel speed value and the at least one residual torque value.

2. The system according to claim 1, wherein, The at least one steering wheel position value corresponds to the measured position of the steering wheel.

3. The system according to claim 2, wherein, The measured position of the steering wheel corresponds to one or more measurement values ​​received from one or more sensors.

4. The system according to claim 1, wherein, The at least one steering wheel position value corresponds to the estimated steering wheel position.

5. The system according to claim 1, wherein, The at least one residual torque value corresponds to the measured residual torque of one or more components in the steering system.

6. The system according to claim 5, wherein, The measured residual torque corresponds to one or more measured values ​​received from one or more sensors.

7. The system according to claim 1, wherein, The at least one residual torque value corresponds to the estimated residual torque of one or more components in the steering system.

8. The system according to claim 1, wherein, Estimating the driver torque includes modeling the driver torque as the state of the steering system.

9. The system according to claim 1, wherein, Estimating driver torque includes using at least one Luneburg estimator.

10. The system according to claim 1, wherein, The steering system includes a steer-by-wire system.

11. A method for estimating driver torque in a steering system, the method comprising: Receive at least one steering wheel position value; Based on the at least one steering wheel position value, estimate the steering wheel speed value; Receive at least one residual torque value; as well as The driver torque is estimated based on the estimated steering wheel speed value and the at least one residual torque value.

12. The method according to claim 11, wherein, The at least one steering wheel position value corresponds to the measured position of the steering wheel.

13. The method according to claim 12, wherein, The measured position of the steering wheel corresponds to one or more measurement values ​​received from one or more sensors.

14. The method according to claim 11, wherein, The at least one steering wheel position value corresponds to the estimated steering wheel position.

15. The method according to claim 11, wherein, The at least one residual torque value corresponds to the measured residual torque of one or more components in the steering system.

16. The method according to claim 15, wherein, The measured residual torque corresponds to one or more measured values ​​received from one or more sensors.

17. The method according to claim 11, wherein, The at least one residual torque value corresponds to the estimated residual torque of one or more components in the steering system.

18. The method according to claim 11, wherein, Estimating the driver torque includes modeling the driver torque as the state of the steering system.

19. The method according to claim 11, wherein, Estimating driver torque includes using at least one Luneburg estimator.

20. The method according to claim 11, wherein, The steering system includes a steer-by-wire system.

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