STRATEGY TO DISABLE STEER-BY-WIRE ADAS MODE

Abstract

A system for controlling a vehicle's steering system includes sensors configured to detect a variety of values ​​corresponding to the operation of the steering system, and a steering system controller configured to receive the detected variety of values, wherein the detected variety of values ​​includes a torque value, to determine a scale value based on the torque value, wherein the scale value varies based on changes in the torque value, and to control a road wheel position of the steering system based on the scale value.

Description

[0001] This disclosure relates to cooperative vehicle operation and, in particular, to cooperative driving in enhanced driver assistance system mode.

[0002] A vehicle, such as a passenger car, truck, sport utility vehicle, crossover, minivan, personal watercraft, aircraft, off-road vehicle, recreational vehicle, or other suitable means of transport, typically includes a steering system, such as electronic power steering (EPS), steer-by-wire (SbW), hydraulic steering, or another suitable steering system. The steering system of such a vehicle typically controls various aspects of the vehicle's steering, including providing steering assistance to the driver, controlling the vehicle's steerable wheels, and the like.

[0003] Increasingly, such vehicles incorporate or utilize advanced driver assistance systems that support one or more vehicle operations, such as steering and / or other vehicle functions (e.g., autonomously or semi-autonomously). Under certain conditions, the driver and the advanced driver assistance system can perform these operations cooperatively.

[0004] DE 10 2019 214 446 A1 discloses a steering system control system for a vehicle, in which a driver correction steering angle is determined as a function of a sensor-detected driver hand torque. This driver correction steering angle is superimposed on an assistance steering angle to determine a target steering angle as an input variable for a steering angle controller to control the position of a road wheel. DE 10 2022 001 121 B3 discloses a steering system in which the manipulated variable of a driver assistance system is multiplied by a weighting factor, the weighting factor being determined based on a handwheel torque.DE 10 2014 226 781 A1 teaches the determination of a cooperative setpoint by adding a weighted setpoint of an automated steering operation and a weighted setpoint of a manual steering operation, wherein the setpoint of the manual steering operation is determined based on a steering torque and wherein the weighting factors are determined depending on a desired degree of automation of the steering operation. DE 10 2014 107 194 A1 teaches that during autonomous driving operation of the motor vehicle, driver intervention in the steering system is detected, and that a superimposed steering system is operated such that a coupling between a steering center angle and an angle introduced into the steering gear is set by means of a scaling, depending on the detected driver intervention.DE 10 2018 200 327 A1 discloses a method for adjusting the level of assistance of a driver assistance system, wherein driver intervention deactivates the driver assistance system if the intensity of the driver intervention exceeds a limit. US 2024 / 0 375 706 A1 and DE 10 2023 113 044 B3 disclose a method for the cooperative operation of a vehicle in which a target angle from the steering wheel and from the autonomous steering system are compared. If the deviation between the two is small, the steering wheel is automatically controlled by a calculated motor torque based on position and torque control.

[0005] One object of the invention is to provide an improved system for controlling a steering system for the cooperative operation of a vehicle, as well as a corresponding method and a corresponding processor for executing the method.

[0006] The aforementioned problem is solved by a system having the features of claim 1, by a method having the features of claim 5, and by a processor having the features of claim 9. Advantageous further developments are set forth in the dependent claims.

[0007] This disclosure refers generally to cooperative vehicle operation between a driver and an Advanced Driver Assistance System (ADAS).

[0008] The invention relates to a system according to claim 1, a method according to claim 5 and a processor according to claim 9.

[0009] These and other aspects of the present disclosure are disclosed in the following detailed description of the embodiments, the attached claims and the accompanying figures.

[0010] The revelation is best understood from the following detailed description when read in conjunction with 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 enlarged or reduced for the sake of clarity. Fig. 1A generally illustrates a vehicle according to the principles of the present disclosure. Fig. 1B generally illustrates a controller according to the principles of the present disclosure. Fig. Figure 2 illustrates in general an example of a rack and pinion or RWA controller and a column or handwheel actuator (HWA) controller of a steering system configured to implement the ADAS override techniques according to the principles of the present disclosure. Fig. Figure 3 generally illustrates an exemplary scale value according to the principles of the present revelation. Fig. Figure 4 is a flowchart that generally illustrates an ADAS override procedure according to the principles of the present disclosure.

[0011] The following discussion relates to various embodiments of the disclosure. Although one or more of these embodiments may be preferred, the disclosed embodiments should not be interpreted or otherwise used as limiting the scope of the disclosure, including the claims. Furthermore, a person skilled in the art will understand that the following description has a broad scope and that the discussion of one embodiment is intended only as an example of that embodiment and does not imply that the scope of the disclosure, including the claims, is limited to that embodiment.

[0012] As described, a vehicle, such as a passenger car, truck, sport utility vehicle, crossover, minivan, personal watercraft, aircraft, off-road vehicle, recreational vehicle, or other suitable means of transport, typically includes a steering system, such as an electronic power steering (EPS) system, a steer-by-wire (SbW) system, a hydraulic steering system, or another suitable steering system. The steering system of such a vehicle typically controls various aspects of the vehicle's steering, including providing steering assistance to the driver, controlling the vehicle's steerable wheels, and the like.

[0013] Some vehicles include or use an advanced driver assistance system (ADAS) that assists (e.g., autonomously or semi-autonomously) one or more vehicle operations, such as steering and / or other vehicle actions. Under certain conditions, the vehicle driver and the advanced driver assistance system can perform such vehicle operations cooperatively.

[0014] Side-by-side (SbW) steering systems that implement ADAS features can include various driving modes, such as manual, cooperative, and autonomous. In manual mode, a road wheel actuator (RWA) responds only to a position command from a hand wheel actuator (HWA) (e.g., a steering wheel), and the driver alone controls the steering. In cooperative mode, the RWA responds to position commands from both the HWA and the ADAS (e.g., for Level 2 and some Level 3 ADAS technologies). In autonomous mode, the RWA responds only to a position command from the ADAS (e.g., for Level 3 and higher ADAS technologies).

[0015] In cooperative driving mode, manual control (i.e., by the driver) can override the ADAS control under various conditions. For example, if the force applied by the driver to the HWA increases, the RWA will respond more strongly to the position command from the HWA and less to the ADAS (i.e., the RWA control is "scaled" from the ADAS to the driver / HWA). In some cases, a transition from ADAS control to HWA control (i.e., an override of the ADAS) in this way can cause a sudden, abrupt change in vehicle dynamics or steering effort, an unintended override of the ADAS, and / or a delayed override of the ADAS.

[0016] Accordingly, ADAS override systems and methods according to this disclosure are configured to improve vehicle and steering dynamics during ADAS override and transitions between ADAS and HWA control of the RWA. For example, in some control schemes, a torsion bar (Tbar) or handwheel torque exceeding a torque threshold can cause ADAS to be overridden, which in turn can lead to an abrupt change in the vehicle's lateral motion. Systems and methods according to this disclosure scale the RWA position control based on the Tbar torque. As an example, the Tbar torque is used to calculate a RackPosRef scale value for the RWA position control.Accordingly, the override does not occur abruptly when the Tbar torque exceeds a torque threshold, but gradually with increasing Tbar torque to prevent a sudden, abrupt change in RackPosRef. In other examples, the HWA position control is further modified to improve the ADAS override time, and a slope control is also applied to the scale value to prevent rapid lateral movements of the vehicle.

[0017] Fig. 1A generally illustrates a vehicle 10 to the principles of this disclosure. The vehicle 10 may include any suitable vehicle, such as a passenger car, a truck, a sport utility vehicle, a minivan, a crossover, any other passenger vehicle, any suitable commercial vehicle, or any other suitable vehicle. Although the vehicle 10 is illustrated as a wheeled passenger vehicle for use on roads, the principles of this disclosure can also be applied to other vehicles, such as airplanes, boats, trains, drones, or other suitable vehicles.

[0018] The vehicle 10 comprises a vehicle body 12 and a hood 14. A passenger compartment 18 is at least partially enclosed by the vehicle body 12. Another section of the vehicle body 12 defines an engine compartment 20. The hood 14 can be movably attached to a section of the vehicle body 12 such that the hood 14 provides access to the engine compartment 20 when it is in a first or open position, and covers the engine compartment 20 when it is in a second or closed position. In some embodiments, the engine compartment 20 may be located in the rear section of the vehicle 10, contrary to the general illustration.

[0019] The passenger compartment 18 can be located behind the engine compartment 20, but in embodiments where the engine compartment 20 is located in the rear section of the vehicle 10, it can also be located in front of the engine compartment 20. The vehicle 10 can include any suitable propulsion system, including an internal combustion engine, one or more electric motors (e.g., an electric vehicle), one or more fuel cells, a hybrid drive (e.g., a hybrid vehicle) comprising a combination of an internal combustion engine, one or more electric motors, and / or another suitable propulsion system.

[0020] In some embodiments, the vehicle 10 may include a gasoline or spark-ignition engine, such as a spark-ignition engine. In some embodiments, the vehicle 10 may include a diesel engine, such as a compression-ignition engine. The engine compartment 20 houses and / or encloses at least some components of the vehicle 10's drive system. Additionally or alternatively, the passenger compartment 18 of the vehicle 10 contains drive controls such as a throttle actuator (e.g., an accelerator pedal), a brake actuator (e.g., a brake pedal), a handwheel, and other such components. The drive controls can be actuated or controlled by an operator of the vehicle 10 and can be directly connected to corresponding components of the drive system, such as a throttle valve, a brake, a vehicle axle, a vehicle transmission, and the like.In some embodiments, the drive controllers can transmit signals to a vehicle computer (e.g., drive-by-wire), which in turn can control the corresponding component of the drive system. In some embodiments, the vehicle 10 can therefore be an autonomous vehicle.

[0021] In some embodiments, the vehicle 10 includes a transmission connected to a crankshaft via a flywheel, clutch, or fluid coupling. In some embodiments, the transmission includes a manual transmission. In some embodiments, the transmission includes an automatic transmission. In the case of an internal combustion engine or a hybrid vehicle, the vehicle 10 may include one or more pistons that work in concert with the crankshaft to generate a force that is transmitted via the transmission to one or more axles that rotate the wheels 22. If the vehicle 10 includes one or more electric motors, a vehicle battery and / or a fuel cell provides energy to the electric motors to rotate the wheels 22.

[0022] Vehicle 10 may include automatic vehicle propulsion systems, such as cruise control, adaptive cruise control, automatic braking control, other automatic vehicle propulsion systems, or a combination thereof. Vehicle 10 may be an autonomous or semi-autonomous vehicle, or another suitable vehicle type. Vehicle 10 may include additional or fewer features than those generally illustrated and / or disclosed herein.

[0023] In some embodiments, the vehicle 10 may include an Ethernet component 24, a Controller Area Network (CAN) bus 26, a Media Oriented System Transport Component (MOST) 28, a FlexRay component 30 (e.g., a brake-by-wire system, etc.), and a Local Interconnect Network Component (LIN) 32. The vehicle 10 may use the CAN bus 26, the MOST 28, the FlexRay component 30, the LIN 32, other suitable networks or communication systems, or a combination thereof, to transmit various information from, for example, sensors inside or outside the vehicle to, for example, various processors or controllers inside or outside the vehicle. The vehicle 10 may include additional or fewer features than those generally illustrated and / or disclosed herein.

[0024] In some embodiments, the vehicle 10 may include a steering system, such as an EPS system, a steering-by-wire steering system (which may, for example, include or communicate with one or more controllers that control the components of the steering system without the use of a mechanical connection between the handwheel and the wheels 22 of the vehicle 10), a hydraulic steering system (which may, for example, include a magnetic actuator that is incorporated into a valve assembly of the hydraulic steering system), or another suitable steering system.

[0025] The steering system may include a control system or mechanism, a regulation system or mechanism, or a combination thereof. The steering system may be configured to receive various inputs, including but not limited to a handwheel position, an input torque, one or more road wheel positions, other suitable inputs or information, or a combination thereof.

[0026] Additionally or alternatively, the inputs may include a handwheel torque, a handwheel angle, an engine speed, a vehicle speed, an estimated engine torque command, another suitable input, or a combination thereof. The steering system may be configured to provide a steering function and / or control of the vehicle 10. For example, the steering system may generate an auxiliary torque based on the various inputs. The steering system may be configured to selectively control a motor of the steering system using the auxiliary torque to provide steering assistance to the driver of the vehicle 10.

[0027] In some embodiments, the vehicle 10 may include a controller, such as controller 100, as is generally the case in Fig. Figure 1B illustrates this. The controller 100 can correspond to a steering system controller. 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, for example, the various functions of the 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 those described herein. Additionally or alternatively, the controller 100 can include any number of processors, in addition to or in contrast to the processor 102. The memory 104 can comprise a single disk or a plurality of disks (e.g., hard disks) and includes a memory management module that manages one or more partitions within the memory 104.In some embodiments, the memory 104 may include flash memory, solid-state memory, or the like. The memory 104 may include random-access memory (RAM), read-only memory (ROM), or a combination thereof. The memory 104 may include instructions that, when executed by the processor 102, cause the processor 102 to control at least various aspects of the vehicle 10. Additionally or alternatively, the memory 104 may include instructions that, when executed by the processor 102, cause the processor 102 to perform functions associated with the systems and procedures described herein.

[0028] The controller 100 can receive one or more signals from various measuring devices or sensors 106 indicating detected or measured characteristics of the vehicle 10. The sensors 106 can include any suitable sensors, measuring devices, and / or other suitable mechanisms. For example, the sensors 106 can include one or more torque sensors or devices, one or more handwheel position sensors or devices, one or more engine position sensors or devices, one or more position sensors or devices, other suitable sensors or devices, or a combination thereof. The one or more signals can indicate handwheel torque, handwheel angle, engine speed, vehicle speed, other suitable information, or a combination thereof.

[0029] Fig. Figure 2 illustrates an example of a rack or RWA controller 200 and a column or handwheel actuator (HWA) controller 204 of a steering system configured to implement the ADAS override techniques according to the present disclosure. For example, the HWA controller 204 is configured to generate a motor torque command for the handwheel actuator (HWA) based on an estimated rack force (e.g., an estimated rack force signal) received from the RWA controller 200 and one or more other input signals (e.g., vehicle speed, handwheel position, and handwheel speed). The RWA controller 200 is configured to apply the estimated rack force based on an actual rack position (e.g., a signal indicating the actual rack position) and a rack position reference value or signal (e.g., a signal indicating the actual rack position).to determine a rack position reference that specifies a target rack position. Controllers 200 and 204 can correspond to, be implemented by, or be implemented by one or more steering system controllers, etc.

[0030] As an example, the HWA controller 204 includes a reference torque calculator 208, which is configured to provide a reference torque (T refThe reference torque is calculated based on the estimated rack force and one or more other input signals. For example, the reference torque corresponds to a sum of various inputs / measurements such as force application, hysteresis, return correction, return stroke damping, detent, etc. A torque controller 212 (e.g., PID) is configured to generate and output the motor torque command, which is based at least partially on a Tbar torque and the reference torque. The motor torque command is provided as a control signal to control a handwheel actuator motor.

[0031] The estimated rack force corresponds to a target value for the motor torque command. Accordingly, the estimated rack force (and any estimated offset or error in the rack force) is a critical factor in determining the force provided by the handwheel actuator's motor.

[0032] In some examples, the HWA controller 204 can further include a C-factor lookup module 216 and a rack position reference computer 220. The rack position reference computer 220 is configured, for example, to generate the rack position reference based on a C-factor received from the C-factor lookup module 216. The C-factor can be determined based on a handwheel angle (“HwAg”) corresponding to the driver's input (e.g., a handwheel angle indicating the driver's intent conveyed via the handwheel).

[0033] In some examples, the HWA controller 204 can further include a column position controller 218. The column position controller 218 is configured to control the HWA so that it follows the movement of the RWA. In other words, the column position controller 218 can control the rotation of the HWA so that it corresponds to the movement of the RWA. As an example, the column position controller 218 implements a PID controller. The column position controller 218 can respond to inputs, including, but not limited to, handwheel position / angle, rack position reference, and measurement signals, etc. A reference torque can be calculated, in part, based on an output of the column position controller 218.

[0034] The RWA controller 200 includes a rack position controller 224 (e.g., a PID rack position controller) configured to generate one or more rack position control signals based on the actual rack position and the rack position reference (e.g., based on a difference between the actual rack position and the rack position reference). The rack position controller signals can include, but are not limited to, signals for the rack motor speed and the motor torque command (e.g., for the torque applied by the driver). In this way, the rack position is controlled to follow the driver's intention (as specified by the rack position reference).

[0035] A rack force predictor 228 generates the estimated rack force based on the outputs of the rack position controller 224 (e.g., based on a function of the rack motor speed, the rack motor torque command, etc.). In various examples, the estimated rack force can be calculated based on the torque applied to the handwheel by the driver (as indicated by the rack motor torque command, various sensor signals, etc.).

[0036] For example, in RWA position control, the rack position reference signal ("RackPosRef") can be calculated based on a position error ("PosErr") between an ADAS rack position reference value or signal ("ADASRackPosRef") and an HWA position reference value, e.g., an HWA rack position reference value or signal ("HWARackPosRef"). Conversely, HWA position control is based on a position deviation between the HWA position and the RWA position, so that the handwheel can be controlled to rotate in a manner that corresponds to the rotation of the wheel during operation with the hands released. For HWA torque control, the output of the column position controller 218 is added to the reference torque, and a final handwheel torque is controlled by the torque controller 212.

[0037] In cooperative driving mode, manual control can override ADAS control if the force applied by the driver to the HWA (e.g., Tbar torque) increases. In one example, the RWA control "scales" from ADAS to the driver / HWA. In some examples, a transition from ADAS control to HWA control can cause a sudden, abrupt change in vehicle dynamics or steering effort, an unintended override of ADAS, and / or a delayed override of ADAS. For example, the RWA control can switch from ADAS to HWA in response to the Tbar torque reaching a threshold (i.e., ADAS is overridden when the Tbar torque reaches the threshold). However, a transition to HWA control in this way results in a current Tbar torque (i.e.,The Tbar torque (which has reached or exceeded the threshold) is applied to the RWA control mechanism, which can cause a sudden change (e.g., an abrupt increase) in lateral movement. As another example, ADAS is overridden in response to a mismatch between the HWA rack position reference signal and the ADAS rack position reference signal that exceeds a threshold. In other words, since the HWA rack position reference signal indicates that the driver is applying force to the handwheel, ADAS may be overridden in response to the HWA rack position reference signal differing significantly from the ADAS rack position reference signal (i.e., the driver is taking over steering from the ADAS).

[0038] The HWA controller 204 (or in some examples the RWA controller 200) according to the principles of this disclosure includes an ADAS override controller 232. The ADAS override controller 232 is configured to control the transition from ADAS control to HWA control based on the Tbar torque. However, instead of simply transitioning to HWA control in response to the Tbar torque reaching a threshold, the ADAS override controller 232 calculates a scale or scale value based on the Tbar torque and transitions from ADAS control to HWA control based on the Tbar torque and the scale value.

[0039] For example, the RWA position control (as implemented by the Rack Position Controller 224), which is based on the rack position reference signal, includes the scale value as described in more detail below. As an example, the RWA position, e.g., the rack position reference signal (“RWARackPosRef”), is calculated as follows: RWARackPosRef=SCALE*ADASRackPosRef+(1−SCALE)*HWARackPosRef, where SCALE is the scale value.

[0040] As in Fig. As shown in Figure 3, an exemplary scale value of 300 decreases as the Tbar torque increases. In other examples, the scale value of 300 increases as the Tbar torque increases. In some examples (as shown), the scale value of 300 has a constant or essentially constant (i.e., non-decreasing) range, Figure 304. For example, the scale value of 300 may be relatively constant when the Tbar torque is low and begin to decrease when the Tbar torque exceeds a first threshold, as shown in Figure 308. A rate of decrease of the scale value of 300 and / or a second threshold may be selected such that the second threshold for the Tbar torque corresponds to a torque at which the scale value of 300 reaches 0, as shown in Figure 312. Accordingly, when the transition from ADAS control to HWA control is complete (i.e.,In response to the Tbar torque reaching the second threshold, the ADASRackPosRef term in Equation 1 is already reduced to zero (due to multiplication by a scale value of zero or near zero), while the HWARackPosRef term is multiplied by approximately one, thus avoiding any abrupt change. In other words, as the force applied by the rider to the handwheel (Tbar torque) increases, the contribution of HWARackPosRef increases, while the contribution of ADASRackPosRef decreases, thereby eliminating any abrupt change when the Tbar torque eventually exceeds the second threshold.

[0041] Conversely, HWA position control can be based on an error between HWARackPosRef and ADASRackPosRef. Accordingly, the handwheel torque will continue to increase as the error between HWARackPosRef and ADASRackPosRef increases. In some examples, a handwheel velocity damping factor can be provided to the column position controller 218 (e.g., added to the output of the column position controller 218) to prevent handwheel overshoot during the transition to HWA control. Similarly, a slope control factor can be provided to the column position controller 218 to prevent abrupt changes (e.g., rapid lateral movement) in handwheel torque during ADAS override.

[0042] Fig.Figure 4 is a flowchart that generally illustrates an ADAS override procedure 400 according to the principles of this disclosure. For example, one or more computing devices, processors, or processing devices, etc., are configured to execute instructions for implementing procedure 400, such as one or more of the processors of the systems described herein (e.g., a vehicle computing device or processor configured to implement controllers 200, 204, etc.). One or more of the steps of procedure 400 described below may be skipped or omitted in some examples, and / or one or more of the steps may be performed in a different order than described.

[0043] In 404, method 400 includes the operation of a vehicle in a cooperative driving mode in which the RWA responds to position commands from both the HWA (i.e., the driver) and the ADAS. In 408, method 400 includes the reception of various inputs (e.g., signals, measurements, etc.) used to control the RWA position according to the principles of this disclosure as described herein, including, but not limited to, Tbar torque, the ADAS rack position reference signal, and the HWA rack position reference signal.

[0044] At 412, procedure 400 includes determining whether the Tbar torque has reached a threshold value (e.g., is greater than or equal to the threshold, greater than the threshold, etc.). If so, procedure 400 proceeds to 416. If not, procedure 400 proceeds to 420. At 416, procedure 400 proceeds to HWA control of the RWA rack position, as described herein.

[0045] In procedure 400, part 420 includes obtaining a scale value based on various inputs (e.g., based on the Tbar torque). For example, the scale value can be obtained using a lookup table that correlates Tbar torque values ​​with scale values. Alternatively, the scale value can be obtained using a formula or equation configured to calculate scale values ​​using Tbar torque values ​​as inputs.

[0046] In procedure 400, part 424 includes obtaining a smoke and heat exhaust ventilation (SHEV) position, e.g., a SHEV rack position, based on the scale value. For example, the SHEV rack position is obtained according to RWARackPosRef = SCALE * ADASRackPosRef + (1-SCALE) * HWARackPosRef, as described herein.

[0047] In 428, procedure 400 includes controlling the RWA rack position based on the RWA rack position obtained in 424.

[0048] The above explanations are intended to illustrate the principles and various embodiments of the present invention. Numerous variations and modifications will be obvious to the person skilled in the art once they have fully understood the above disclosure. It is intended that the following claims be interpreted to include all such variations and modifications.

[0049] The word "example" is used here to serve as an illustration, case, or demonstration. Any aspect or design described herein as an "example" is not necessarily to be understood as preferential or advantageous over other aspects or designs. Rather, the use of the word "example" is intended to illustrate concepts in a concrete way. As used in this application, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or." That is to say, unless otherwise specified or clear from the context, "X contains A or B" is intended to mean one 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 in each of the foregoing cases.Furthermore, the articles “a”, “an”, and “one”, as used in this application and the attached claims, should generally be interpreted as meaning “one or more”, unless otherwise specified or it is clear from the context that they refer to a singular form. Moreover, the use of the term “a (article) implementation” or “a (numeral) implementation” does not imply that it refers to the same embodiment or implementation unless described as such.

[0050] Implementations of the systems, algorithms, procedures, instructions, etc., described herein may be realized in hardware, software, or any combination thereof. The hardware may include, for example, computers, intellectual property cores (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 circuitry. In the claims, the term "processor" is to be understood as encompassing any of the aforementioned hardware, either individually or in combination. The terms "signal" and "data" are used interchangeably.

[0051] As used herein, the term module can include a packaged functional hardware unit designed for use with other components, a set of instructions that can be executed by a controller (e.g., a processor running software or firmware), processing switching logic configured to perform a specific function, and a self-contained hardware or software component that provides an interface to a larger system. For example, a module might 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, gates, and other types of hardware, or a combination thereof.In other embodiments, a module may include a memory that stores instructions that can be executed by a controller to implement a feature of the module.

[0052] Furthermore, the systems described here can be implemented, for example, using a general-purpose computer or a general-purpose processor with a computer program that, when executed, performs one of the procedures, algorithms, and / or instructions described here. Additionally or alternatively, a dedicated computer / processor can be used, for example, which contains other hardware for executing the procedures, algorithms, or instructions described here.

[0053] Furthermore, all or part of the implementations of the present disclosure may take the form of a computer program product accessible, for example, from a computer-usable or computer-readable medium. A computer-usable or computer-readable medium may be any device that can, for example, contain, store, communicate, or transport the program in a tangible manner for use by or in conjunction with any processor. The medium may, for example, be an electronic, magnetic, optical, electromagnetic, or semiconductor device. Other suitable media are also available.

[0054] The embodiments, implementations, and aspects described above have been provided for the purpose of facilitating a simple understanding of the present invention and do not limit it. Rather, the invention is intended to encompass various modifications and equivalent arrangements included within the scope of the appended claims, the scope being interpreted as broadly as possible to include all modifications and equivalent structures that are legally permissible.

Claims

[1] System for controlling a steering system for cooperative operation of a vehicle (10), wherein the system comprises: Sensors (106) configured to detect a variety of values ​​corresponding to the operation of the steering system; and a steering system controller (200, 204) configured to Receiving the detected multitude of values, wherein the detected multitude of values ​​includes a torque value corresponding to a torque applied to a handwheel of the vehicle (10), Determining a scale value (300) based on the torque value, wherein the scale value (300) varies based on changes in the torque value, and Control of a road wheel position of the steering system based on the scale value (300), wherein the steering system controller (200, 204) is further configured, to calculate a road wheel actuator position based on the scale value (300), a handwheel actuator position reference value and a rack position reference value of an advanced driver assistance system (ADAS rack position reference value) and to control the road wheel position according to the road wheel actuator position, where calculating the road wheel actuator position includes modifying the handwheel actuator position reference value and the ADAS rack position reference value based on the scale value (300). [2] System according to claim 1, characterized by , that the scale value (300) decreases as the torque value increases. [3] System according to claim 1, characterized by , that the steering system controller (200, 204) is configured to switch from ADAS control of the road wheel actuator position to manual control of the road wheel actuator position based on the torque value. [4] System according to claim 3, characterized by , that the steering system controller (200, 204) is configured to switch from ADAS control of the road wheel actuator position to handwheel actuator control of the road wheel actuator position in response to the torque value exceeding a threshold. [5] Method for controlling a steering system for cooperative operation of a vehicle (10), the method comprising: Capturing a variety of values ​​corresponding to the operation of the steering system; Received, at a steering system controller (200, 204), the detected plurality of values, wherein the detected plurality of values ​​includes a torque value corresponding to a torque applied to a handwheel of the vehicle (10); Determining a scale value (300) based on the torque value, wherein the scale value (300) varies based on changes in the torque value; and Control of a road wheel position of the steering system based on the scale value (300), Calculating the road wheel actuator position based on the scale value (300), a handwheel actuator position reference value, and a rack position reference value of an advanced driver assistance system (ADAS rack position reference value), and controlling the road wheel position according to the road wheel actuator position. where calculating the road wheel actuator position includes modifying the handwheel actuator position reference value and the ADAS rack position reference value based on the scale value (300). [6] Method according to claim 5, characterized by , that the scale value (300) decreases as the torque value increases. [7] Method according to claim 5, furthermore characterized by the transition from ADAS control of the road wheel actuator position to manual control of the road wheel actuator position based on the torque value. [8] Method according to claim 7, furthermore characterized by , in response to the torque value exceeding a threshold, the switch from ADAS control of the road wheel actuator position to manual wheel actuator control of the road wheel actuator position. [9] Processor (102) configured to execute instructions stored in memory (104), the execution of which causes the processor (102) to control a steering system for cooperative operation of a vehicle (10), the instructions comprising: Capturing a multitude of values ​​corresponding to the operation of the steering system; Receiving the detected multitude of values, wherein the detected multitude of values ​​includes a torque value corresponding to a torque applied to a handwheel of the vehicle (10); Determining a scale value (300) based on the torque value, wherein the scale value (300) varies based on changes in the torque value; and Control of a road wheel position of the steering system based on the scale value (300), the instructions further include: Calculating the road wheel actuator position based on the scale value (300), a hand wheel actuator position reference value, and a Rack position reference value of an advanced driver assistance system (ADAS rack position reference value) and control of the road wheel position according to the road wheel actuator position, where calculating the road wheel actuator position includes modifying the handwheel actuator position reference value and the ADAS rack position reference value based on the scale value (300). [10] Processor (102) according to claim 9, characterized by, that the instructions further include the transition from ADAS control of the road wheel actuator position to manual wheel actuator control of the road wheel actuator position based on the threshold.

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