Device, operating procedure and electronic control unit for controlling a vehicle that is at least partially automated

Abstract

Device for controlling a vehicle capable of at least partial automation, comprising a driver-operated control element for controlling at least the lateral guidance of the vehicle and a wheel angle actuator which, controlled by the driver's control element and / or by an electronic control unit controlling the automated lateral guidance of the vehicle, controls a steering angle at the steerable wheels of the vehicle, wherein the degree of coupling between at least a first part of the control element and the wheel angle actuator of the vehicle and / or between at least a first part of the control element and a fixed position in the coordinate system of the vehicle is variable depending on the degree of haptic contact of the driver of the vehicle to said first part of the control element, and wherein • the degree of coupling of at least a second part of the control element to a fixed position in the coordinate system of the vehicle is controlled or definable, and wherein the second part differs from the first part and / or · a change in the degree of coupling of the control element or part thereof, dependent on an action by the driver on another control unit for guiding the vehicle that exceeds a predetermined level.

Description

[0001] The invention relates to a device according to claim 1, an operating method for such a device and an electronic control unit configured to operate such a device.The invention preferably relates to a steering handle device of a (driving) motor vehicle which is at least partially automated with respect to its lateral guidance, wherein a steering angle at at least one steerable vehicle wheel can be controlled, in particular predetermined, by a steering handle being moved by a driver of the vehicle, and wherein the steering handle can be decoupled from a wheel angle actuator which sets the wheel steering angle in an automated driving state, whereas in a driving state controlled by the driver of the vehicle it is coupled to the wheel angle actuator in any way, for example mechanically, electronically or electromagnetically, and wherein the steering handle device is configured to perform a switch between an at least partially coupled and an at least partially decoupled state.

[0002] The electronic control unit can be separate from a vehicle and, for example, implemented in a mobile user device. For the state of the art, reference is made, for example, to DE 10 2014 216 140 A1.

[0003] Furthermore, DE 10 2014 107 194 A1 discloses a method for operating a steering system of a motor vehicle. Additionally, DE 102014 216 140 A1 discloses a steering system for a motor vehicle as known. Furthermore, DE 10 2013 012 777 A1 discloses a method for operating a motor vehicle. Additionally, DE 10 2011 076 174 A1 discloses a steering wheel for a vehicle as known. Moreover, DE 100 27 922 A1 discloses a steering wheel for a vehicle.

[0004] Automated or autonomous driving of motor vehicles in road traffic is gaining increasing importance at all known levels, which, after simple driver assistance, include partial automation, high automation, and finally full automation. In each of the aforementioned automation levels, a steering control (usually a steering wheel) is still present, with which a human, namely the driver of the motor vehicle, can influence or determine the so-called lateral dynamic course of the vehicle. That is, a steering control determines a yaw movement or, more generally, a steering movement, i.e., a movement of the motor vehicle that deviates from straight-ahead driving. In a more general sense, such a steering control is referred to here as a control element (at least for controlling the lateral guidance of the vehicle).

[0005] The aforementioned document describes a steering wheel (as a steering handle or control element) or a steering system of a motor vehicle in which the steering wheel can be mechanically coupled to or decoupled from a wheel angle adjuster, which ultimately determines the steering angle or toe angle set at at least one steerable wheel of the vehicle. It should be expressly noted here that, deviating from this prior art, an electronic coupling between the steering handle and the wheel angle adjuster may also be provided, i.e.,The present invention relates not only to mechanical steering systems with a mechanical connection between the steering handle and the wheel angle adjuster, but also to the generally known steer-by-wire systems in which the driver specifies a sensorially detectable steering request with his steering handle, which is then electronically transmitted by a suitably controllable actuator and appropriately implemented on the at least one steerable vehicle wheel.

[0006] Returning briefly to the aforementioned document, the driver can essentially move the steering handle axially, i.e., either away from themselves (forward), thereby decoupling the steering handle from the wheel angle adjuster, or pull it slightly towards themselves, thereby ultimately (i.e., indirectly) coupling the steering handle to the wheel angle adjuster. In addition to this known state of the art, the almost ubiquitous driver assistance systems should also be mentioned as another known state of the art. These systems automatically turn the steering wheel around the vehicle with a relatively weak force, which can be overridden by the driver at any time, depending on environmental sensing and situational analysis, and / or, if necessary, vibrate it. Furthermore, a so-called "hands-on sensor" on the steering wheel (or generally on the control element) is known, which can detect whether at least one of the driver's hands is on the steering wheel.Such a "hands-on system" issues a warning, for example a so-called "takeover request," if the driver releases the steering wheel for a certain period of time during semi-automated driving maneuvers. This takeover request prompts the driver to at least take over steering the vehicle.

[0007] Although these established systems already exhibit a relatively high level of quality and reliability, the driver must be able to decide safely (and unambiguously) at all times whether to accept a specific driving maneuver performed automatically by the vehicle, or whether to prevent or correct it. In the current state of technology, this interaction between the driver's intent and the actions of an automatic, electronically controlled system that takes over vehicle lateral control is achieved through the force with which the driver operates the steering handle or control element. Therefore, the force (or more precisely, the torque) with which the steering wheel is automatically turned during automated driving maneuvers is chosen to be sufficiently low so that even a physically weak or less confident driver is not unsettled and can override this automatic instruction at any time.On the other hand, the forces or torques applied to the steering wheel by a system (e.g., one that implements electronic control electromechanically) during at least partially automated driving must be sufficiently strong to prevent the driver from unintentionally twisting the steering wheel, for example, by bumping their bent leg against it, or from inadvertently or instinctively obstructing its movement during an automatic steering maneuver. While this latter problem cannot occur with the aforementioned state of the art, a certain, possibly disproportionately long, time can elapse between the driver's desire to take over steering and the actual realization of this desire through axial movement of the steering wheel towards them.

[0008] The object of the present invention is to provide a remedy for this problem described above.

[0009] This problem is solved by a device with the features of claim 1, by an operating method with the features of claim 10, and by an electronic control unit with the features of claim 11. Advantageous developments and refinements are the subject of the dependent claims.

[0010] The solution to this problem for a device according to claim 1 is characterized in that the degree of coupling between at least a first part of the control element and the wheel angle adjuster of the vehicle and / or between at least a first part of the control element and a fixed position in the coordinate system of the vehicle is variable depending on the degree of haptic contact of the driver of the vehicle to said first part of the control element, e.g., according to a predetermined logic. Advantageous embodiments and further developments are the subject of the dependent claims.

[0011] Referring to the steering hand device mentioned above, the degree of haptic contact between the driver and the steering hand, even without any movement of the hand itself, can determine the degree of coupling between the steering hand and the wheel angle adjuster and / or between the steering hand and the vehicle body (as a fixed position in the vehicle's coordinate system) to solve the aforementioned problem. The degree of coupling can always include, in addition to a fully coupled state and a fully decoupled state, at least one so-called "intermediate state," which will be discussed in more detail later. It should be noted now that such an intermediate state can depend on certain boundary conditions, including predetermined ones, such that, for example,For a steering wheel, a coupling between the steering wheel and the wheel angle adjuster may exist within a certain rotation angle limit or range, while no such coupling exists outside this rotation angle limit or range. (Such rotation angle limits can also exist for the steering angles set at the steerable wheel.) A similar principle can apply to forces or moments acting on the steering handle or control element, for example, that no coupling exists at low forces or moments applied by a person (especially the driver of the vehicle), while at higher forces or moments, a coupling between the steering wheel (or, more generally, the control element) and the wheel angle adjuster is automatically established.

[0012] Furthermore, it should be expressly noted again that said coupling can be represented in a variety of ways, in particular mechanically and / or electronically and / or electromagnetically. It should also be noted that, for the purposes of this invention, a steering handle is not necessarily understood to be a complete control element as it is visible to the driver of the vehicle, but may also be only a part of a control element that initially appears to the driver as a single unit, which the driver handles when operating this control element. Returning to the most common example of a control element for the lateral guidance of a vehicle today, namely a steering wheel, a steering handle within the meaning of this description is either only the steering wheel rim that the driver grasps, or only a part of the steering wheel rim that is typically grasped by vehicle drivers. In contrast, for example,The spoke or the central hub section of a steering wheel does not constitute steering handles, nor do they necessarily have to be part of the steering handles. Rather, a mechanical coupling can occur, for example, between the steering wheel rim and the spokes of a steering wheel that is otherwise standard today, or a corresponding coupling and decoupling mechanism can be provided. Furthermore, a first and a second or further part of a control element for controlling at least the lateral guidance of the vehicle is also mentioned, whereby, with regard to a steering wheel, the aforementioned first part can again be the steering wheel rim, while a second part of the control element can be, for example, the steering wheel spokes or the steering wheel hub.

[0013] A steering handle device according to the invention, which may, for example, have a steering wheel, or alternatively a steering rod or a lever similar to a joystick or the like, as a steering handle (or as a control element according to the invention), poses practically no risk of accidental operation (e.g., due to driver inattention in a highly automated driving state), since a safe and rapid distinction between a manual, i.e., driver-controlled driving mode and an automatic mode (with control of the vehicle's lateral guidance by an electronic control unit) is intelligently managed. In a device according to the invention, the difference between the driver's intention and the "intention" of an automatically executed lateral guidance system therefore does not have to be determined by the magnitude of the steering torque or applied forces (as is common in the current state of the art).Rather, intelligent interaction between the driver and a system for at least partially automated driving can occur at least partially through the type or degree of haptic contact between the driver and the steering handle or at least a first part of the control element for vehicle lateral guidance.

[0014] In a steering handle device according to the invention, and particularly when complete decoupling is carried out, it can be provided that the steering handle, or at least a part thereof, is then, for example, rigidly (but not necessarily in a hard-locking manner) connected to a vehicle body and thus cannot be moved by the driver. In a device according to the invention, it is provided that the degree of coupling of a first or at least a second part of the control element to a fixed position in the coordinate system of the vehicle (for example, to a part of the vehicle at rest in the coordinate system of the vehicle, most obviously the instrument panel) is controlled, wherein the second part of the lateral control element differs from the first part of this control element. In this sense, it can therefore be provided that a degree of coupling fixes at least a part of the steering handle to a certain extent with respect to the vehicle body.All degrees of coupling described herein can also be transferred or applied to the coupling of at least one part of the control element to a fixed position in the coordinate system of the vehicle, e.g. to a part of the vehicle that is immobile in the coordinate system of the vehicle.

[0015] Without limiting the present invention to this, for example, only the rim of a conventional steering wheel can be rigidly connected to a body part (e.g., the dashboard) and thus to the vehicle body. The driver then cannot influence the wheel angle adjuster, even if they accidentally touch the steering wheel rim (as a steering handle) or twist it, for example, by moving their legs. Advantageously, the driver can then, for example, lean on the steering wheel rim or use it like a side table. Alternatively or additionally, an inner, i.e., central, section of the steering wheel (or a steering handle according to the invention) can, of course, also be rigidly connected to the vehicle body, so that the steering wheel (or handle) is thus completely decoupled from the wheel angle adjuster.The steering handle (or more generally, part of the lateral guidance control element) can also be used variably as a fixed shelf, similar to a computer desk for office work or the like.

[0016] In addition to other advantages of the invention, this also allows for better time utilization for the driver of the at least partially automated vehicle. Furthermore, the driver does not have to physically contort themselves, for example, to have a perfectly positioned "storage table" or a surface for operating a screen in front of them.

[0017] In this context, a suitable holder for user devices, for example, can be provided on the steering handle (in the broadest sense, i.e., regardless of which part thereof). In an advantageous embodiment, this holder may include a device that, in the event of the deployment of an airbag (as is customary in the steering wheel of a passenger car), ejects the user device or the aforementioned holder, for example, laterally. And for the sake of completeness, it should be explicitly mentioned again that here too—i.e., in the case of coupling with a vehicle coordinate system—various degrees of coupling are possible, as already explained above.

[0018] Alternatively or additionally, the aforementioned degree of coupling between the steering handle and the wheel angle adjuster depends on at least one further boundary condition, namely the driver's activation of another control element (such as a pedal). A second condition for a change in the degree of coupling between the steering handle and the wheel angle adjuster involves the driver's action with a control element for the vehicle's longitudinal guidance (such as an accelerator or brake pedal) exceeding a predetermined threshold. Thus, as soon as the driver activates one of their pedals, the degree of coupling between the (e.g.) steering wheel and the wheel angle adjuster changes. For example, the steering wheel re-couples at least partially, or more strongly than before, if the pressure on one of the pedals and / or the achieved pedal angle exceeds a certain value.Furthermore, a pedal may (previously) be in a partially decoupled state. It may be designed so that actuation of at least one of the vehicle's pedals results in a change in the degree of coupling between the steering hand and the wheel angle adjuster if the pedal actuation constitutes an intervention in the longitudinal guidance of the vehicle exceeding a certain degree and / or causes a change in the traffic situation, and / or causes or could cause a change in at least the lateral distance of the vehicle to an obstacle, i.e., results in a certain probability of collision, and / or if an automated maneuver can no longer be carried out by driver intervention.

[0019] For example, a sensor on the steering handle (or at least on the first part of the control element), such as a generally known hands-on sensor, can detect that the driver has not placed either hand on the steering handle and therefore is not gripping it according to predetermined criteria, e.g., not with sufficient area or with sufficient pressure. As a consequence of such a detection that there is insufficient or appropriately pronounced haptic contact and / or that the degree of haptic contact has already decreased significantly, the device according to the invention causes the coupling between the steering handle and ultimately the wheel angle adjuster to at least decrease or at least partially open, if not even dissolve (in the sense of decoupling). Preferably, this is accompanied by a switch to an automated driving mode in which the wheel angle adjuster is appropriately controlled by an electronic control unit.Preferably, for such a determination regarding the degree of haptic contact, several and primarily fundamentally different dimensions of haptic contact are determined and taken into account, for example, whether the steering handle is gripped with only one hand, which in an electronic control unit of a steering handle device according to the invention may be considered insufficient for the driver to take over vehicle control, or whether it is gripped with both hands of the driver, which may be considered sufficient for the driver to take over vehicle control. A further distinction can be made as to whether the steering handle is, for example, grasped or subjected to a predetermined minimum force (in particular, pressure force per unit area) (= sufficient for the driver to take over vehicle control), or whether merely something, such as...Even if one of the driver's legs is in simple, snug contact with the steering handle, this is an example of insufficient haptic contact with regard to the driver taking over control of the vehicle, or with regard to the driver's intention to take over, which is then consequently ignored. The specific degree of haptic contact can also depend on where on the steering handle the contact occurs and, in particular, on the force or intensity of the haptic contact. Further developing this aspect, the pressure distribution on the steering handle, or a pressure distribution pattern on the steering handle, can be a preferred measure of the degree of haptic contact, whereby the steering handle is understood to be, in particular, that part of a general control device (for the lateral guidance of the vehicle by the driver) which the driver regularly grips for steering.In the case of a steering wheel, this is therefore actually only the steering wheel rim; that is, strictly speaking, in the case of a steering wheel, its rim represents the steering handle or at least a first part of the control element for lateral guidance.

[0020] The system determines the degree of haptic contact between the driver and the steering handle using suitable sensors and evaluating their signals in an electronic control unit. This unit then reacts appropriately based on the determined degree of haptic contact, specifically adjusting the degree of coupling between the steering handle and the wheel angle adjuster, and / or between the steering handle (or the first part of the lateral guidance control element) and the vehicle structure (or the chassis, or parts of the vehicle that are fixed to a vehicle-specific coordinate system) according to suitable parameters or as predefined. Furthermore, this control unit can also instruct another electronic control unit responsible for the at least partially automated lateral guidance of the vehicle to act accordingly.The system can take over lateral control completely, merely provide recommendations to the driver, or essentially leave the lateral control of the vehicle entirely to the driver. An electronic control unit, which, in conjunction with a steering hand device according to the invention, initiates the described actions and need not be permanently attached to the vehicle, is therefore also part of the present invention. Furthermore, a computer program or computer program product can be provided that is executable on such an electronic control unit, which in turn can be integrated, for example, into a mobile user device (such as a smartphone or the like).

[0021] In this context, let us again consider a possible design of a steering handle according to the invention. Preferably, a component of a steering wheel, or more generally a steering handle, that is located further outwards or is more easily accessible to the driver can be decoupled from another part of the steering wheel or steering handle. For example, as already mentioned above, the steering wheel rim can be separable from the central steering wheel hub, particularly in several stages. However, it is also possible for only a part of the steering wheel rim, for example, a segment thereof when viewed in cross-section, to be decoupled from a wheel angle adjuster (in its most general form).

[0022] A decoupled steering handle or a decoupled part thereof or of the control element for vehicle lateral guidance is then, if necessary, recoupled to the wheel angle adjuster to at least a certain degree or completely, according to the criteria specified in this description. This occurs when a predefined degree of haptic contact between the driver (and in particular one of the driver's hands) and the steering handle (or the control element or said control element part) or a significant increase in haptic contact is detected. For example, such a degree of contact could consist of the driver gripping and / or squeezing the steering handle with at least one hand (increasingly firmly) and / or applying a certain torsional force to the steering wheel or the like. As soon as such a predefined degree of haptic contact is present, the steering handle or...whose previously decoupled part is ultimately connected, either mechanically and / or electronically and / or, for example, electromagnetically, to a certain degree (of coupling - which will be discussed in more detail later) or completely, possibly with the interposition of further elements, to the aforementioned wheel angle adjuster.

[0023] Accordingly, a preferred embodiment of the present invention comprises a coupling device located somewhere between the steering handle and the wheel angle adjuster, which is configured to establish an at least partially coupled state from a decoupled state when a certain degree of haptic contact is detected, and / or to establish an at least partially decoupled state from a coupled state when no certain degree of haptic contact is detected. For example, the coupling device can be shown together with those parts of the vehicle that transmit the steering torque, a wheel steering angle, or information about the requested change in these quantities from the first part of the control element to a wheel angle adjuster. Furthermore, the wheel angle adjuster can, for example,comprise an actuator of the vehicle that determines or controls the desired steering angle of the front wheels and / or rear wheels of, for example, a passenger car (as a vehicle) relative to the chassis of the vehicle.

[0024] An existing coupling or coupling device (whether fully or only to a certain degree) can be at least partially opened or further opened (and thus at least partially decoupled or further decoupled) if, for example, a sensor in the steering handle, such as a suitably configured hands-on sensor, detects that the driver's hand is not resting on the steering handle or that the driver is not gripping the steering handle according to predetermined criteria, e.g., not fully or firmly enough. This ensures that the driver, if not holding the steering handle (e.g., the steering wheel) with their hand, cannot twist it through an unintentional movement (e.g., a leg movement) or interfere with a rotational movement initiated by an automatic lateral control device of the vehicle.

[0025] For example, a steering wheel as a steering handle according to the invention, with which the driver does not have sufficient haptic contact or a sufficient degree of contact, particularly with a surface of their hand (e.g., in the form of sufficient gripping force), can then essentially "spin freely" without affecting the wheel angle adjuster. Even if the driver, particularly in a partially or highly automated driving state, is not concentrating on the traffic situation and touches their steering wheel relatively firmly from the side without gripping it with the palm of their hand to a certain extent, this would have no effect whatsoever on the wheel angle adjuster.

[0026] Starting from a state described above, at least partial or complete re-coupling (i.e., functional re-connection) between the steering handle and the wheel angle adjuster can occur depending on further predetermined criteria. It should be noted in particular that the specific form of haptic contact that establishes at least a partially (or completely) decoupled state may differ from the specific form of haptic contact that establishes at least a partially (or completely) coupled state between the steering handle and the wheel angle adjuster.

[0027] Furthermore, and potentially independent of the degree of haptic contact, a partially coupled state can be established from a partially decoupled state if, for example, an electronic control and monitoring unit determines that automatic lateral guidance of the vehicle is not possible for any reason, particularly one of predefined reasons. In this sense, an emergency shift is also possible, requiring the driver to take over control of the vehicle.

[0028] Furthermore, it should be explicitly mentioned that establishing at least partial coupling can also consist of appropriately adjusting the degree of coupling. A specific degree of coupling can, for example, consist of a coupling between the steering handle and the wheel angle adjuster only occurring within a certain range of force or torque values, which is then transmitted, or of a coupling and thus a transmission of a steering handle displacement (or any other driver action by which the driver unequivocally indicates a desire for lateral vehicle control at the aforementioned control element or control element part) to the wheel angle adjuster only occurring when a certain displacement of the steering handle is exceeded or only reached (in the case of a steering wheel, this would be a specific angle or range of rotation).

[0029] Regarding the partial pairing or re-pairing, this can occur, for example, when a steering handle sensor, such as a dedicated hands-on sensor, detects that the driver's hand is resting on or against the steering handle according to predetermined criteria, for example, by gripping it sufficiently. This can also include the detection of individual fingers. Preferably, the system can verify that a specific number of the driver's fingers are gripping the steering wheel rim, particularly in an arc, at least within a certain angle or length.

[0030] After coupling, or at least partially coupling, the steering handle to the wheel angle adjuster, the driver can at least partially control the vehicle's lateral guidance. Preferably, the degree of driver participation (only partial influence with a desired or predetermined degree of influence, or essentially full control by the driver) can also depend on the current level of haptic contact. This also enables a semi-automated mode for the steering handle device, in which an automatic lateral guidance system of the vehicle merely provides recommendations to the driver, preferably again via the steering handle (e.g., via vibrations and / or low torque in the case of a steering wheel).The detection of haptic contact between the driver and his steering hand can thus be used for different levels of automation in the interaction between an automatic lateral guidance system and the driver.

[0031] Returning to the nature or degree of haptic contact between the driver and the steering handle (or the control element or control element component), this can also be determined and considered differently for at least two different parts of the steering handle or the aforementioned lateral control element. The degree of haptic contact can be measured using appropriately designed sensors, such as a steering handle sensor. A steering handle sensor can be a sensor integrated into a part of the steering handle, for example, a suitably enhanced "hands-on sensor."

[0032] Depending on the degree of haptic contact, the coupling between the steering handle and the wheel angle adjuster can also vary, for example, according to predefined mathematical functions (which can be configured, adjusted, or automatically learned). In particular, a cumulative measure based on at least two or more haptic contact parameters can be considered. At least two different cumulative measures can be predefined, each required to achieve different degrees of coupling between the steering handle (or similar device) and the wheel angle adjuster.

[0033] Regarding the aforementioned different degrees of coupling between the steering handle and the wheel angle actuator, in addition to a completely decoupled state in which there is no connection whatsoever between the steering handle and the wheel angle actuator, and a completely coupled state of the steering handle in which only the driver specifies the wheel steering angle via the steering handle, at least an intermediate state can be provided in which a wheel steering angle can be adjusted both by the driver via the steering handle and ultimately specified at the wheel angle actuator by a control unit that at least partially automates lateral dynamics control of the vehicle. Thus, the aforementioned degree of coupling between at least a part of the control element and the wheel angle actuator can be in at least two stages and / or in a continuous or quasi-continuous dependence on the degree of haptic contact, for example.A specific pattern of gripping the control element is used to control the interaction between the driver and the control element. The degree of coupling can assume different values, including adaptively controllable ones, such as one of the following. Besides "significant decoupling," coupling is also possible only within certain limits or under certain boundary conditions, for example, up to a certain force or torque limit, and / or within certain movement limits of the steering mechanism (in the case of a steering wheel with one or more angle limits). Beyond these limits, either no characteristic curve is applied to the vehicle's movement in response to a steering input, or the characteristic curve is modified in a specific way.Different degrees of coupling between the steering handle and a wheel angle adjuster can also be understood as changes in the transmission ratio (between a specific displacement of the steering handle and the corresponding wheel steering angle). Different transmission ratios can apply to different rotation angle ranges (of a steering wheel) and / or the at least two different transmission ratios can also be set depending on one or more angle thresholds (of a steering wheel). (For steering handles that move differently, a corresponding magnitude of deflection or movement should be used instead of an angle).

[0034] Naturally, different degrees (of coupling) are possible in small increments or continuously. Thus, a device according to the invention can have at least one, preferably two or more, degrees of coupling that differ from a substantially coupled and / or substantially decoupled state. The at least two such degrees of coupling can differ significantly, particularly in principle, from one another both by qualitative characteristics, in particular logical relationships, and / or by the parameters of the coupling.

[0035] In a steering handle device according to the invention, the aforementioned characteristic of the haptic contact can be an extent and / or a pattern with respect to pressure or electrical capacitance or inductance of the haptic contact between at least one hand of the driver and the steering handle (or at least part of the control element). The extent can be spatially limited, for example, only relevant over certain partial areas of the steering handle and accordingly only determined there, and / or the aforementioned pattern can be an area pattern. The latter examples can be, for instance, an area pattern and / or a temporal pattern, specifically with respect to the applied pressure exerted on the steering handle by one hand and / or two hands of the driver. Such patterns or pressure patterns can be determined, for example, with a capacitive or piezoelectric sensor in the steering handle.with the aid of a suitable further development of a known hands-on sensor. This sensor can be capable of capturing at least two-dimensional patterns and, in particular, recognizing and classifying them. This can also include the detection of (individual) fingers. Preferably, the position or orientation of the fingers relative to the parts of the control element can also be determined and taken into account. Particularly preferably, changes (e.g., a change in the degree of haptic contact) can also be detected and taken into account.

[0036] The detection of a two-dimensional pattern can be achieved using a sensor mat integrated into the steering wheel rim. A device according to the invention can also be configured to implement at least a two-dimensional pattern recognition method, which can, for example, utilize known image processing methods. The at least two-dimensional pattern recognition method can be applied to a portion of the steering wheel rim's surface, such that the surface is mapped onto a two-dimensional plane. Alternatively, the device can be configured with a three-dimensional pattern recognition method, where one of the dimensions represents a time sequence.

[0037] The degree of haptic contact between the driver and the steering handle can thus be measured as a temporal and / or spatial pattern of capacitively acquired measurements generated by one or both of the driver's hands on the steering handle. Alternatively, or additionally, an inductive sensing principle can also be used. Additionally or alternatively, a camera system (image acquisition system) installed in the vehicle's interior can be used to capture the degree of haptic contact between the driver's hands and the steering handle (or at least part of the control element for vehicle lateral guidance), for example, by means of optical object recognition.

[0038] Another example of a further boundary condition mentioned above can be suitable automatic detection of the driver's willingness and / or ability to take over control with regard to a specific, e.g., imminent driving task, particularly the steering or lateral control of the vehicle. A device according to the invention can thus be configured to detect a willingness to take over control, particularly with regard to at least the lateral and / or longitudinal control of the vehicle, and / or the driver's ability to steer with regard to a (specific, particularly imminent) driving task, especially in connection with the steering of the vehicle, and to control the degree of coupling of said part of the control element depending on the detected degree of willingness and / or ability to take over control; i.e., depending on such detection, the degree of coupling between the steering handle or the control element and the wheel angle adjuster can then be controlled.For example, this can be achieved by analyzing body gestures, such as a gesture to operate the steering wheel and / or a gesture to operate a pedal and / or a (rapid) body movement from, for example, a semi-reclined position to a ready-to-drive position. The willingness or ability to take over can be determined using an interior camera in the vehicle, for example, if the driver's hands move towards or grasp the steering wheel. Similarly, the driver's readiness to operate a pedal can be detected. A combination of such gesture recognition methods is also possible. Furthermore, coupling can be prevented, for example, in the case of an inability to take over, or it can be made subject to other predetermined conditions.

[0039] In a steering handle device according to the invention, the degree of haptic contact determining the aforementioned degree of coupling can depend on a current or imminent driving maneuver of the vehicle. The device can thus be configured to determine a current or anticipated, at least partially executed, driving maneuver and, based on this, apply different parameters, in particular threshold values ​​for the degree of haptic contact, as a prerequisite for changing the degree of coupling, i.e., for example, decoupling and / or coupling between the steering handle and the wheel angle adjuster. Depending on the currently occurring or predicted maneuver of the vehicle, a different degree of haptic contact is required to change the degree of coupling.A currently executed or predicted, especially planned, maneuver can be determined, for example, from automated maneuver control, from so-called path planning, and / or from the recognition of the driver's intention and / or from the recognition of the intention of other road users.

[0040] Furthermore, a steering handle device according to the invention can be designed to change its haptic properties, perceptible to the driver, depending on the degree of coupling. Similarly, the steering handle can transmit a haptic signal to the driver depending on the degree of coupling. This allows the driver to be informed, almost intuitively, that the steering handle device is changing the degree of coupling, or how such a change is occurring. For example, a haptic profile, such as a roughness on the surface of the steering handle, can be electronically controlled for this purpose.

[0041] Before further features and advantages are explained, it should be expressly pointed out that although a steering handle device is described in detail here, an operating method for a steering handle is also disclosed and can be claimed, either in addition or alternatively, which has at least one of the procedural features described here.

[0042] One such procedural feature is the detection of the degree or extent of haptic contact between the driver and the steering handle (or the like), and, if applicable, a suitable reaction to it. This degree of haptic contact can preferably include a measure of the contact area, in particular between the driver's hand (palm) and the vehicle's steering wheel, and / or pressure, in particular the total contact force and / or pressure distribution and / or pressure per contact area and / or areas of the palm that have or are expected to have haptic contact with the steering handle (at a relevant time interval), and / or the tension and / or position of one or more of the driver's fingers. Preferably, those areas of the steering handle that should or are expected to have haptic contact with the driver (at the relevant time interval) are taken into account.

[0043] Haptic contact can be described or represented by a measure of capacitive and / or inductive contact between the control element and the driver (one or two palms of the driver). For example, the measure of capacitive and / or inductive contact can be detected using a capacitive sensor integrated into the vehicle's steering wheel and / or a steering wheel heating wire. Alternatively or additionally, the (physical) pressure or pressure distribution of the driver's hand (or palms) on the (manual) control element for lateral vehicle movement can be detected.

[0044] In practice, the perception of haptic contact can depend on one or more pressure and / or capacity values, or changes in these values, caused, for example, by the driver's hands on the steering wheel. Haptic contact is preferably represented by one or more specific dimensions. A distinction can be made between a light (almost forceless) touch of the steering handle with one or two hands, a gripping of the steering handle with one or two hands by the driver, and a pronounced force coupling between the driver's hands and the steering handle. The latter can be represented by a close and / or broad contact or by friction.

[0045] Furthermore, it can also be determined if there is no or insufficient haptic contact between one or both of the driver's hands, particularly if this contact falls below a predetermined level (with regard to adequate transmission of the driver's intentions) or if there is insufficient haptic contact to differentiate a (specific) haptic input from the driver. A measure representing capacitive coupling caused by one and / or both of the driver's hands can be used as a measure of haptic contact between the driver and the steering mechanism. Inductive sensing principles and, alternatively or additionally, a camera system inside the vehicle can also be used for this purpose to detect the degree of haptic contact.

[0046] For the driver, a steering hand device according to the invention provides a particularly comfortable, effective, and easily understandable steering experience, and, most importantly, prevents unintentional incorrect operation. In particular, the contradiction between an overly strong and an insufficiently strong intervention by an automatic vehicle lateral control system is resolved. Without having to fear adverse consequences, the driver can fully rely on the vehicle's automatic lateral control system, especially since the probability of incorrect operation is significantly reduced. The driver has better selectivity depending on the driving situation, i.e., whether they want to steer manually or let the vehicle steer automatically. Thus, there is also a better situational choice between numerous and few interventions, either by the driver in the automatic lateral control or by an at least semi-automatic lateral control system in the driver's lateral control actions.

[0047] Furthermore, the invention also includes an electronic control unit configured to execute a substantial part of such an operating procedure or a comparable procedure, in particular to determine the control signals. Such a control unit can be installed together or separately with the steering hand and / or with another system of the vehicle, for example, with the system for performing at least partially automated driving.

[0048] Furthermore, a computer program, in particular a computer program product comprising the computer program, can be provided, wherein the computer program is configured to execute a part of the operating method according to the invention or an advantageous embodiment of the method according to one or more further features of the operating method on a data processing device of a vehicle or a mobile user device. In particular, the computer program is a software program which, for example, is executable as an app (= "application") on an electronic control device installed in or carried in the vehicle. Part of the control device can be a mobile user device.

[0049] The computer program or computer program product comprises executable program code which, when executed by a data processing device, performs at least part of the method according to an aspect or advantageous embodiment of the method described herein. The computer program product may be designed as an update of an existing computer program, which, for example, as part of a functional enhancement, such as a so-called "remote software update," includes the parts of the computer program or the corresponding program code for a corresponding control device of the vehicle.

[0050] The steering handle device can be a device permanently installed in the vehicle, comprising at least one electronic control unit and at least one operating element, which is designed as a steering handle, in particular a steering wheel, handlebars, etc. Furthermore, the device can also include one or more sensors of the vehicle or a mobile application device, which are configured to carry out the method.

[0051] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspect of the methods, devices, and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways.

[0052] The accompanying figure schematically shows a possible state diagram of a device according to the invention.

[0053] The ovals depict various states of a device according to the invention, labeled with letters (A, B, C, D, E) and briefly described below. These states represent different degrees of coupling between a vehicle steering handle or a driver control element for lateral vehicle guidance and a wheel angle adjuster of the vehicle (e.g., a passenger car). Arrows T1, T2, T3, and T4 in the figure indicate transitions (state changes) between states A, B, C, D, and E, which (in principle) represent different degrees of coupling. These state transitions are linked to predetermined conditions. This state diagram, or a correspondingly configured state machine, is executed when a condition T0 is met. In this example, such an operation T0 states that the vehicle, or driver control element for lateral vehicle guidance, must be in the correct position.The electronic control unit that controls the automated lateral guidance of the vehicle is ready to execute automated lateral guidance of the vehicle. The following is a brief description of the states and transitions defined here as examples, along with the conditions for these state transitions: “A” represents a state in which at least a first part of the steering handle or the lateral guidance control element is essentially coupled to a wheel angle adjuster of the vehicle, so that a conventional manual steering system is virtually present. “B” represents a state in which a first part of the control element or the steering handle is essentially decoupled or disconnected from the wheel angle actuator, i.e., for example, a fully automated steering system may be present. “C” represents a possible intermediate state (between A and B) and thus a possible degree of coupling, a state in which a restriction angle range is limited, which is a rotation angle range of the steering handle or a wheel angle range within which a wheel angle can be set. “D” represents a state in which a modified, appropriately adapted translation ratio is implemented between the steering angle of the part of the control element and a wheel angle adjuster, in particular within and / or outside predetermined angular limits. “E” represents other possible degrees of said coupling.

[0054] The state transition T1 is executed when it is determined that a measure of haptic contact between the driver and the steering handle, e.g., a gripping force on the steering handle, decreases and / or has fallen below a first threshold, and / or when, for example, a predefined haptic first pattern has not been recognized for several seconds.

[0055] The state transition T2 is executed when it is determined that a measure of haptic contact between the driver and the steering handle has been established, i.e., when, for example, a gripping force on the steering handle increases and / or a second threshold has been exceeded, and / or when the presence or fulfillment of a predefined first haptic pattern has been detected.

[0056] The state transition T3 is executed when it is determined that a measure of haptic contact between the driver and the steering handle has decreased, i.e., when, for example, a gripping force on the steering handle decreases (further) and / or has fallen below a third threshold, and / or when, for example, a predefined second haptic pattern has not been recognized for several seconds.

[0057] The state transition T4 is executed when it is determined that a measure of haptic contact between the driver and the steering hand, i.e., when, for example, a gripping force on the steering hand exceeds or has exceeded a fourth threshold, and / or when the presence or fulfillment of a predefined second haptic pattern has been detected.

[0058] The state transition T5 is executed when it is determined that a current traffic situation cannot be resolved automatically or sufficiently, and / or when the driver performs an operation on another control unit such as a pedal, and / or if haptic contact is detected on the steering handle, the gripping force of which, for example, has exceeded a particularly high fifth threshold, or where a predefined third haptic pattern has been recognized.

[0059] The state diagram illustrates state transition T5 as a transition from state B to state A. The same or comparable state transitions can also occur from any of the other states. The driver and / or an automated lateral control system can initiate a return to an essentially coupled state, for example, state A.

[0060] In the exemplary state diagram shown, the degrees of coupling are only partially and simplified. A continuous transition between the degrees of coupling is also possible. Furthermore, the degree of coupling, in particular angular limits or ranges within the coupling states, can be adjusted depending on pattern recognition and / or other predetermined conditions. Preferably, an almost instantaneous coupling and / or decoupling of the steering wheel (not shown in the diagram) can also be achieved from any of the states after further predetermined conditions, e.g., in the event of a fault in the automated lateral guidance and / or a serious error by the driver.

Claims

[1] Device for controlling a vehicle capable of at least partial automated driving, comprising a control element operable by a driver for controlling at least the lateral guidance of the vehicle and a wheel angle actuator which, controlled by the driver's control element and / or by an electronic control unit controlling the automated lateral guidance of the vehicle, controls a steering angle at the steerable wheels of the vehicle, wherein the degree of coupling between at least a first part of the control element and the wheel angle actuator of the vehicle and / or between at least a first part of the control element and a fixed position in the coordinate system of the vehicle is variable depending on the degree of haptic contact of the driver of the vehicle to said first part of the control element and wherein • the degree of coupling of at least a second part of the control element to a fixed position in the coordinate system of the vehicle is controlled or definable, and wherein the second part differs from the first part and / or · a change in the degree of coupling of the control element or part thereof, dependent on an action by the driver on another control unit for guiding the vehicle that exceeds a predetermined level. [2] Device according to claim 1, characterized by , that an electronic control unit at least partially opens the coupling and thus reduces the degree of coupling when the degree of said haptic contact decreases. [3] Device according to claim 1 or 2, characterized by , that an electronic control unit at least partially closes the coupling and thus increases the degree of coupling when the degree of said haptic contact increases. [4] Device according to any of the preceding claims, characterized by , that the degree of coupling between at least one part of the control element and the wheel angle adjuster can be changed in at least two stages or continuously or quasi-continuously depending on the degree of haptic contact. [5] Device according to any of the preceding claims, characterized by , that the measure of haptic contact between the driver and the control element comprises a pattern of haptic contact based on the pressure applied to the control element by at least one of the driver's hands. [6] Device according to any of the preceding claims, characterized by , that the measure of haptic contact between the driver and the control element comprises a pattern of haptic contact based on a surface pattern of capacitively acquired measured values. [7] Device according to any of the preceding claims, characterized bythat the device is designed to detect a driver's willingness to take over and / or ability to steer with regard to a driving task and to control the degree of coupling of at least one part of the control element depending on the detected degree of willingness to take over and / or ability to take over. [8] Device according to any of the preceding claims, characterized by , that the device is designed to determine an automatic maneuver that is currently being carried out or is expected to be at least partially carried out, and then to apply different measures of haptic contact as a prerequisite for changing the degree of coupling. [9] Device according to any of the preceding claims, characterized bythat the device is designed to output at least one haptic signal to at least one part of the control element in connection with a change in the degree of coupling and / or to change at least one haptic property of at least one part of the control element in connection with the current degree of coupling. [10] Operating method for a device according to any of the preceding claims. [11] Electronic control unit configured to operate a device according to any one of claims 1 to 9.

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