CN113911134B

CN113911134B - Traffic control system

Info

Publication number: CN113911134B
Application number: CN202110714549.7A
Authority: CN
Inventors: 张国光; T·舒吉亚托; 王谦
Original assignee: Anbofu Technology Co ltd
Current assignee: Anbofu Technology Co ltd
Priority date: 2020-07-09
Filing date: 2021-06-25
Publication date: 2024-06-21
Anticipated expiration: 2041-06-25
Also published as: EP3936404A1; US20220009522A1; US11597408B2; CN113911134A; EP3936404B1

Abstract

The vehicle control system includes a controller circuit in communication with a steering sensor and one or more perception sensors. The steering sensor is configured to detect a steering torque of a steering wheel of a host vehicle. The one or more perception sensors are configured to detect an environment proximate to the host vehicle. The controller circuit is configured to: determine when an operator of the host vehicle requests to take over from fully automated control of the host vehicle based on the steering sensor. The controller circuit classifies the take-over request based on the steering sensor.

Description

Vehicle control system

Background

The present disclosure relates generally to a control system for a vehicle (vehicle). The driver taking over from automatic driving to manual driving may cause the vehicle to turn unstable.

Disclosure of Invention

When the driver takes control of the autonomous vehicle and places their hands on the steering wheel, the steering reaction of the driver during the take over transition may be excessive for the environment in which the vehicle is operating. Such steering reactions may cause the vehicle to deviate unnecessarily from or within the driving lane until the driver has full control of the vehicle. The present disclosure describes a vehicle control system that classifies takeover of a driver based on input to a steering wheel and determines a level of driver assistance during a transition from automatic driving to manual driving based on a context of a vehicle surroundings.

Examples of vehicle control systems include controller circuitry in communication with steering sensors and one or more perception sensors. The steering sensor is configured to detect steering torque of a steering wheel of the host vehicle. The one or more perception sensors are configured to detect an environment proximate to the host vehicle. The controller circuit is configured to: a determination is made, based on the steering sensor, when an operator of the host vehicle requests takeover from full automatic control of the host vehicle, wherein the controller circuit classifies the pipe requests based on the steering sensor.

In an example having one or more features of the vehicle control system of the previous paragraph, the controller circuit determines the automatic driver assistance level based on the steering sensor and the environment.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, the controller circuit determines that the operator requests takeover when the steering torque is greater than a first threshold.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, the one or more perception sensors include one of a camera, RADAR (RADAR), light detection and ranging (LiDAR), and inertial measurement unit.

In an example of one or more features of the vehicle control system of any of the preceding paragraphs, wherein the steering sensor is further configured to detect a steering angle and a steering angle rate.

In an example with one or more features of the vehicle control system of the previous paragraph, the controller circuit classifies the first takeover when the maximum steering angle is less than the second threshold, the maximum steering angle rate is greater than the third threshold, and less than the fourth threshold.

In an example of one or more features of the vehicle control system with any of the preceding paragraphs, the controller circuit classifies the second take over when the maximum steering angle is less than a second threshold and the maximum steering angle rate is less than a third threshold.

In an example of one or more features of the vehicle control system with any of the preceding paragraphs, the controller circuit classifies the third takeover when the maximum steering angle is greater than a fifth threshold and the maximum steering angle rate is greater than a fourth threshold.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, the controller circuit determines the automatic driver assistance level based on the classification of the dock request and the one or more perceptual sensors.

In an example with one or more features of the vehicle control system of the previous paragraph, the controller circuit disables automatic driver assistance when the controller circuit classifies the first takeover and the one or more perception sensors do not detect an obstacle.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, when the controller circuit classifies the second takeover and the one or more perception sensors detect the at least one obstacle, the controller circuit enables automatic driver assistance to avoid collision with the at least one obstacle.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, when the controller circuit classifies the third takeover and the one or more perception sensors detect the at least one obstacle, the controller circuit enables automatic driver assistance to avoid collision with the at least one obstacle.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, the controller circuit further determines the automatic driver assistance level based on a radius of curvature of the road.

In an example having one or more features of the vehicle control system of any of the preceding paragraphs, the controller circuit further determines the automatic driver assistance level based on lateral acceleration of the host vehicle.

Examples of methods of operating a vehicle control system include: detecting a steering torque of a steering wheel of the host vehicle with a steering sensor; detecting an environment proximate to the host vehicle with one or more sensing sensors; determining, with a controller circuit in communication with the steering sensor and the one or more perception sensors, when an operator of the host vehicle requests to take over from full-automatic control of the host vehicle based on the steering sensor; and classifying, with the controller circuit, the pipe connection request based on the steering sensor.

In an example having one or more features of the method of operating a vehicle control system of the previous paragraph, the controller circuit determines the automatic driver assistance level based on the steering sensor and the environment.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the controller circuit determines that the operator requests takeover when the steering torque is greater than a first threshold.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the one or more perception sensors include one of a camera, radar, light detection and ranging, and inertial measurement unit.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the steering sensor is further configured to detect a steering angle and a steering angle rate.

In an example having one or more features of the method of operating a vehicle control system of the previous paragraph, the controller circuit classifies the first takeover when the maximum steering angle is less than the second threshold and the maximum steering angle rate is greater than the third threshold and less than the fourth threshold.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the controller circuit classifies the second take over when the maximum steering angle is less than the second threshold and the maximum steering angle rate is less than the third threshold.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the controller circuit classifies the third take over when the maximum steering angle is greater than a fifth threshold and the maximum steering angle rate is greater than a fourth threshold.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the controller circuit determines the level of automatic driver assistance based on the classification of the dock request and the one or more perceptual sensors.

In an example having one or more features of the method of operating a vehicle control system of the previous paragraph, the controller circuit disables automatic driver assistance when the controller circuit classifies the first takeover and the one or more perception sensors do not detect an obstacle.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, when the controller circuit classifies the second takeover and the one or more perception sensors detect the at least one obstacle, the controller circuit enables automatic driver assistance to avoid collision with the at least one obstacle.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, when the controller circuit classifies the third takeover and the one or more perception sensors detect the at least one obstacle, the controller circuit enables automatic driver assistance to avoid collision with the at least one obstacle.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the controller circuit further determines the automatic driver assistance level based on a radius of curvature of the road.

In an example having one or more features of the method of operating a vehicle control system of any of the preceding paragraphs, the controller circuit further determines the automatic driver assistance level based on lateral acceleration of the host vehicle.

Drawings

The invention will now be described, by way of example, with reference to the accompanying drawings, in which:

FIG. 1 is a diagrammatic illustration of a vehicle control system according to one example;

FIG. 2 is a diagrammatic view of a steering sensor of the vehicle control system of FIG. 1 according to one example;

FIG. 3 is a diagrammatic view of one or more sensing sensors of the vehicle control system of FIG. 1 according to one example;

FIG. 4 is a graph of steering torque according to one example;

FIG. 5 is a graph of steering angle according to one example;

FIG. 6 is a graph of steering torque according to one example;

FIG. 7 is a diagram of a logic flow executed by the vehicle control system of FIG. 1, according to one example;

FIG. 8 is a diagram of another logic flow executed by the vehicle control system of FIG. 1, according to one example;

FIG. 9 is an illustration of a host (host) vehicle equipped with the system of FIG. 1 traveling on a roadway, according to one example; and

FIG. 10 is a flow chart of a method of operating the vehicle control system of FIG. 1 according to one example.

Detailed Description

Reference will now be made in detail to embodiments, examples of which are illustrated in the accompanying drawings. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the various described embodiments. It will be apparent, however, to one of ordinary skill in the art that the various described embodiments may be practiced without these specific details. In other instances, well-known methods, procedures, components, circuits, and networks have not been described in detail so as not to unnecessarily obscure aspects of the embodiments.

The present disclosure describes a vehicle control system configured to categorize the type of operator takeover, after which the system provides an appropriate level of driver assistance during the transition from automated driving to manual driving. The vehicle control system described in this disclosure is in contrast to other systems that merely hand over control to the driver without a transitional period of driver assistance. The vehicle control system achieves this by: the urgency of the takeover is inferred based on the driver's inputs to the steering wheel (i.e., steering torque, steering angle, and steering angle rate), and then verified based on sensors that detect the surrounding environment (e.g., radar, light detection and ranging, cameras, relative motion). Driver assistance enabled during take over transitions allows the vehicle to maintain stability and avoid collisions with other objects or obstacles.

Fig. 1 shows an example of a vehicle control system 10 (hereinafter referred to as system 10) mounted on a host vehicle 12. The host vehicle 12 may be characterized as an automated vehicle (automated vehicle). As used herein, the term automated vehicle may apply to instances where the host vehicle 12 is operated in an autonomous mode (i.e., a fully autonomous driving mode) in which an operator of the host vehicle 12 may operate the host vehicle 12 with little or no action other than a specified destination. The host vehicle 12 may also operate in a manual driving mode in which the degree or level of automation is simply an audible or visual warning to a human operator who generally controls steering, acceleration, and braking of the host vehicle 12. For example, the system may merely assist the operator as needed to change lanes and/or avoid interfering with and/or colliding with an object such as another vehicle, a pedestrian, or a road sign. The manual driving mode may include driver assistance features such as lane keeping, cruise control, collision avoidance, and parking assistance.

The system 10 includes a controller circuit 14 in communication with a steering sensor 16 and one or more sensing sensors 18. The controller circuit 14 may be integrated with and share memory and/or other components with other vehicle control devices (not shown), or the controller circuit 14 may be a stand-alone device. The controller circuit 14 may include a processor (not shown), such as a microprocessor, or other control circuitry, such as analog and/or digital control circuitry. The control circuitry may comprise one or more Application Specific Integrated Circuits (ASICs) or Field Programmable Gate Arrays (FPGAs) programmed to perform techniques, or may comprise one or more general purpose hardware processors programmed to perform techniques in accordance with program instructions in firmware, memory, other storage, or a combination. The controller circuit 14 may also combine custom hard-wired logic, ASICs, or FPGAs with custom programming to implement the techniques. The controller circuit 14 may include memory or storage media (not shown), including non-volatile memory, such as electrically erasable programmable read-only memory (EEPROM) for storing one or more routines, thresholds, and captured data. EEPROM stores data and allows individual bytes to be erased and reprogrammed by application of specific programming signals. The controller circuit 14 may include other examples of non-volatile memory such as flash memory, read-only memory (ROM), programmable read-only memory (PROM), and erasable programmable read-only memory (EPROM). The controller circuit 14 may include volatile memory, such as Dynamic Random Access Memory (DRAM), static Random Access Memory (SRAM). One or more routines may be executed by the processor to perform steps for controlling the host vehicle 12 based on signals received by the controller circuit 14 from the steering sensor 16 and the one or more perception sensors 18, as described herein.

Fig. 2 shows an example of a steering sensor 16 isolated from the system 10. In this example, the steering sensor 16 is configured to: steering torque 20, steering angle 22, and steering angle rate 24 of the steering wheel of the host vehicle 12 are detected. In an example, the steering sensor 16 is mounted to a steering column of the host vehicle 12 and communicates with the controller circuit 14 via a controller area network bus (CAN bus-not shown). In the example, the steering sensor 16 includes a plurality of sensors mounted in different locations on the steering column that provide individual output signals of steering torque 20, steering angle 22, and steering angle rate 24 to the controller circuit 14. In another example, the steering sensor 16 is a single sensor that provides multiple output signals of steering torque 20, steering angle 22, and steering angle rate 24 to the controller circuit 14.

Fig. 3 shows an example of one or more sensing sensors 18 isolated from the system 10. The one or more sensing sensors 18 may include ranging sensors such as RADAR (RADAR), light detection and ranging (LiDAR), and ultrasonic sensors (not shown). The one or more perception sensors 18 may also include visual sensors, such as cameras, including video cameras, time of flight (TOF) cameras, and the like. The camera may be mounted on the front, rear, or sides of the host vehicle 12, or in the interior of the host vehicle 12 at a location suitable for the camera to view the area surrounding the host vehicle 12 through a window of the host vehicle 12. The camera is preferably a video type camera that can capture images of the road and surrounding area at a sufficient frame rate (e.g., at least ten frames per second). The one or more perception sensors 18 may also include an Inertial Measurement Unit (IMU) that detects relative movement of the host vehicle 12. The relative motions measured by the IMU may include the current yaw rate (yaw rate), longitudinal acceleration, lateral acceleration, pitch rate (PITCH RATE), and roll rate (roll rate) of the host vehicle 12. The one or more perception sensors 18 may also include a Global Navigation Satellite System (GNSS) receiver. The GNSS receiver may receive signals from orbiting satellites from any of the known satellite systems including the Global Positioning System (GPS), the global navigation satellite system (Globalnaya Navigazionnaya Sputnikovaya Sistema, GLONASS), the beidou navigation satellite system (BDS) and the galileo global navigation satellite system. The one or more sensor 18 may be distributed around the host vehicle 12 and provide a 360 degree view of the environment in which the host vehicle 12 operates, and the one or more sensor 18 is configured to detect the environment proximate to the host vehicle 12. In an example, a ranging sensor is used to detect the distance and rate of approach of objects and/or obstacles near the host vehicle 12. In an example, a camera is used to detect and classify objects and/or obstacles, such as lane markings, road edges, pedestrians, other vehicles, and the like. In some examples, data from one or more of the perception sensors 18 is fused (fuse) to correlate detection from the ranging sensor with classification from the camera.

The controller circuit 14 is configured to: the determination of when the operator of the host vehicle 12 requests takeover from full automatic control of the host vehicle 12 is based on the steering sensor 16, and the classification of the takeover request is further based on output from the steering sensor 16. In an example, the steering sensor 16 detects when an operator places one or more hands on the steering wheel by measuring a change in steering torque 20. Fig. 4 shows a graph of steering torque 20 as a function of time. The data is plotted against three classes of operator takeover requests (i.e., types I, II and III), which are described in more detail below. While three classifications of operator takeover requests are described in this disclosure, it should be understood that any number of takeover requests may be indicated using the system 10 described herein. The number of classifications may be increased or decreased based on the granularity (granularity) desired by the user and/or based on the resolution of the steering sensor 16. Referring to fig. 4, at a time equal to 0 (t=0), the steering torque 20 is substantially zero and indicates that the vehicle is steering in an autonomous mode (in which the operator's hand is not touching the steering wheel). Over time, the three curves indicate that the change in steering torque 20 is substantially non-zero. In the example shown in fig. 4, the controller circuit 14 determines that the operator requests takeover when the steering torque 20 is greater than a first threshold, shown by the dashed line at-2 Nm steering torque 20. The first threshold may be user-defined and is indicated as-2 Nm in this example, which provides a sufficient tradeoff between a true operator take over request and a false operator take over request. It will be appreciated that the threshold may also be set to include +2Nm, as the steering torque 20 is detected for both clockwise and counterclockwise rotation of the steering wheel. In another example, the absolute value of the steering torque 20 is used for the first threshold. In another example, the controller circuit 14 determines that the operator requests takeover when the steering torque 20 is greater than the first threshold for a defined period of time. In this example, the controller circuit 14 may reduce false or erroneous operator takeover requests, such as when the operator inadvertently moves the steering wheel. The defined period of time may be user-defined and, in an example, the defined period of time is in a range from zero to one second.

Fig. 5 and 6 are graphs of steering angle 22 and steering angle rate 24 as a function of time for three classifications of operator takeover requests, and correspond to the graphs of steering torque 20 shown in fig. 4. As can be seen from fig. 5 and 6, the operator takes over the three classifications of requests indicating the detectably different graphs of steering angle 22 and steering angle rate 24. The controller circuit 14 uses these detectable differences to determine whether the classification is a type I, type II, or type III takeover request by comparing the steering angle 22 and steering angle rate 24 to respective thresholds. In the example shown in fig. 5 and 6, the controller circuit 14 classifies the first takeover (i.e., type I) as indicated by a relatively small steering angle 22 and a relatively fast steering angle rate 24, such as when the operator turns or shakes the steering wheel in a random manner. Type I takeover may instruct the operator to resume control of the host vehicle 12 in non-emergency situations and/or when there is no obstacle in the path of the host vehicle 12. In this example, the controller circuit 14 classifies the type I takeover when the maximum steering angle 22 is less than a second threshold (e.g., 25 degrees) and when the maximum steering angle rate 24 is greater than a third threshold (e.g., 1.5 degrees/second) but less than a fourth threshold (e.g., 3 degrees/second).

In the example shown in fig. 5 and 6, the controller circuit 14 classifies the second take over (i.e., type II) as indicated by a relatively small steering angle 22 and a relatively slow steering angle rate 24, such as when the operator applies a relatively slight or gentle continuous turn or rotation to the steering wheel. Type II takeover may indicate: the operator resumes control of the host vehicle 12 when an in-lane skew (bias) of the host vehicle 12 may be required to avoid an obstacle, such as a pothole or chip, located in the path of the host vehicle 12. In this example, the controller circuit 14 classifies the type II takeover when the maximum steering angle 22 is less than a second threshold (e.g., 25 degrees) and the maximum steering angle rate 24 is less than a third threshold (e.g., 1.5 degrees/second).

In the example shown in fig. 5 and 6, the controller circuit 14 classifies the third takeover (i.e., type III) as indicated by a relatively large steering angle 22 and a relatively fast steering angle rate 24, such as when the operator applies a relatively strong continuous turn or rotation to the steering wheel. Type III takeover may indicate: the operator resumes control of the host vehicle 12 in an emergency situation where a lane change may be required to avoid an obstacle in the path of the host vehicle 12. In this example, the controller circuit 14 classifies the type III takeover when the maximum steering angle 22 is greater than a fifth threshold (e.g., 40 degrees) and the maximum steering angle rate 24 is greater than a fourth threshold (e.g., 3 degrees/second). Fig. 7 illustrates an example of a logic flow executed by the controller circuit 14 to classify a takeover request as described in the above examples. The first, second, third, fourth, and fifth thresholds in the above examples may be user determined and may be calibrated based on the vehicle dynamics of a particular application.

In an example, the controller circuit 14 is further configured to: the automatic driver assistance level is determined based on the steering sensor 16 and based on the environment detected by the one or more perception sensors 18. The controller circuit 14 is configured to: an automatic driver assistance feature is enabled during the transition from full-automatic driving to manual driving to ensure a safe transition. In an example, the automatic driver assistance level includes: steering assistance applied for lane keeping and/or collision avoidance (e.g., evasive (evasive) steering and/or emergency braking); a limitation of the maximum steering angle 22 imposed by the driver to prevent instability of the vehicle; automatic braking and speed control; and warnings for lane departure and/or collisions. The automatic driver assistance may be enabled for a predetermined period of time or time threshold (e.g., 5 seconds) or for a dynamic time threshold that may vary based on the environment and/or the primary vehicle 12 operating conditions (e.g., primary vehicle speed, road conditions, road geometry, detected obstacles, etc., or any combination thereof).

In an example, once the controller circuit 14 characterizes the take over request as described above, the controller circuit 14 then determines an automatic driver assistance level based on the take over classification and the one or more perception sensors 18. Fig. 8 illustrates another example of a logic flow performed by the controller circuit 14 in which one or more of the perception sensors 18 are used to detect obstacles and road conditions. In this example, when the controller circuit 14 classifies the first take over (i.e., type I) and the one or more perception sensors 18 do not detect an obstacle, the controller circuit 14 further determines the automatic driver assistance level based on the radius of curvature (ROC) of the road exceeding a curvature threshold and/or based on the lateral acceleration of the primary vehicle 12 exceeding an acceleration threshold (e.g., greater than 5m/s ²). Fig. 9 shows the main vehicle 12 entering the curved portion of the road. In an example, the controller circuit 14 is configured to determine the ROC of the road based on the image of the road captured by the camera using known techniques for image analysis. The camera may detect lane markings and/or road edges, which the controller circuit 14 may process to determine a lane polynomial (lane polynomial) corresponding to the center of the driving lane from which the ROC may be determined. In an example, EYE of visual processing technology (such as Moblieye visual technologies, inc (Moblieye Vision Technologies, ltd.) from jerusalem artichoke)A platform or other suitable device) may be used to determine the lane polynomial and may be integrated with the controller circuit 14 or may be a separate package in communication with the controller circuit 14. The controller circuit 14 may determine the lane polynomials using any of a variety of known methods, including but not limited to least squares and interpolation. In some examples, in another example, the controller circuit 14 is configured to determine the ROC based on a digital map that the host vehicle 12 may access from memory of the controller circuit 14 or via a cloud-based service. In this example, the controller circuit 14 may determine the position of the host vehicle 12 relative to the curved portion of the roadway via the GNSS receiver. In another example, the controller circuit 14 determines the lateral acceleration of the host vehicle 12 based on signals received from the IMU when the host vehicle 12 enters a curved portion of a roadway where centrifugal forces act on the host vehicle 12.

In the example shown in fig. 8, the controller circuit 14 limits the maximum steering angle 22 that the driver can apply to maintain lateral stability of the host vehicle 12 when the controller circuit 14 determines that the host vehicle 12 is traveling on a road having a ROC that is greater than the curvature threshold, or when the lateral acceleration of the host vehicle 12 measured by the IMU is greater than the acceleration threshold. That is, the controller circuit 14 limits the amount of steering angle 22 that the driver may apply during the take over transition so that the driver does not lose control of the host vehicle 12 by making excessive (and possibly unnecessary) steering maneuvers. The maximum steering angle threshold may vary based on the dynamic response of the host vehicle 12, and may be calculated based on a dynamic model of the host vehicle 12 using current vehicle state parameters including: current steering angle 22, current lateral acceleration, and current vehicle yaw rate. It will be appreciated that other vehicle state parameters may be included in the calculation of the maximum steering angle threshold. In this example, when the ROC or lateral acceleration is less than the respective threshold, the controller circuit 14 enables the necessary driver assistance (e.g., lane keeping assistance) for a time threshold, then disables automatic driver assistance, after which the driver assumes full control of the host vehicle 12.

Referring back to fig. 8, upon characterizing the take-over request as a type II take-over, the controller circuit 14 determines whether the one or more sensing sensors 18 detect an obstacle. When an obstacle is detected, the controller circuit 14 enables the necessary driver assistance to avoid a collision with the obstacle and enables a collision warning from the warning device, which warns the driver of a potential collision. The alert device may be one or more of an audible device, a visual device, and a tactile device that alerts the driver to a potential collision. In this example, when no obstacle is detected, the controller circuit 14 determines whether the ROC or lateral acceleration of the road is greater than their respective thresholds. When the ROC or lateral acceleration is greater than the curvature threshold or acceleration threshold, the controller circuit 14 limits the amount of steering angle 22 that the driver can apply during the transition so that the driver does not lose control of the host vehicle 12. In this example, the controller circuit 14 then enables the necessary driver assistance (e.g., lane keeping assistance) for a period of time equal to a time threshold after which the driver assumes full control of the primary vehicle 12.

Referring again to fig. 8, upon characterizing the take-over request as a type III take-over, the controller circuit 14 determines whether the one or more sensing sensors 18 detect an obstacle. When an obstacle is detected, the controller circuit 14 enables evasive driver assistance to avoid the impending threat of collision with the obstacle. Although not shown, the controller circuit 14 may also enable a collision warning from an alert device that alerts the driver of an impending collision with an obstacle. In this example, when no obstacle is detected, the controller circuit 14 determines whether the ROC or lateral acceleration of the road is greater than their respective thresholds. When the ROC or lateral acceleration is greater than the curvature threshold or acceleration threshold, the controller circuit 14 limits the amount of steering angle 22 that the driver can apply during the transition so that the driver does not lose control of the host vehicle 12. In this example, the controller circuit 14 then enables the necessary driver assistance (e.g., lane keeping assistance) for a period of time equal to a time threshold after which the driver assumes full control of the primary vehicle 12.

Fig. 10 is a flow chart of a method 100 of operating the vehicle control system 10.

Step 102, detecting steering torque includes detecting steering torque 20 of the steering wheel of the host vehicle 12 with the steering sensor 16, as described above. The steering sensor 16 is configured to detect steering torque 20, steering angle 22, and steering angle rate 24. The steering sensor 16 communicates with the controller circuit 14 via the CAN bus of the host vehicle 12. The steering sensor 16 may be a single device or a plurality of devices as described above.

Step 104, detecting the environment includes detecting the environment proximate to the host vehicle 12 with one or more of the perception sensors 18. The one or more perception sensors 18 include ranging sensors, vision sensors, GNSS and IMU as described above. One or more perception sensors 18 may be distributed around the host vehicle 12 and provide a 360 degree view of the environment in which the host vehicle 12 is operating.

At step 106, a determination is made to take over the request, including determining, with the controller circuit 14 in communication with the steering sensor 16 and the one or more perception sensors 18, when an operator of the host vehicle 12 requests to take over based on the steering sensor 16. In an example, the steering sensor 16 detects when an operator places one or more hands on the steering wheel by measuring a change in steering torque 20 and comparing the steering torque 20 to a first threshold. When the steering torque 20 is greater than the first threshold, the controller circuit 14 determines that the operator requests take over, as described above.

Step 108, categorizing the docking tube includes categorizing, with the controller circuit 14, the docking tube request based on the steering sensor 16. The controller circuit 14 classifies the takeover as a first takeover request (type I), a second takeover request (type II) or a third takeover request (type III) by comparing the steering angle 22 and the steering angle rate 24 to their respective thresholds, as described above.

The controller circuit 14 further determines an automatic driver assistance level enabled during the transition from full-automatic driving to manual driving to facilitate a safe transition. The level of automatic driver assistance is based on the type of take over request and whether an obstacle is detected with the one or more perception sensors 18, as described above. The automatic driver assistance level includes: steering assistance for lane keeping and/or collision avoidance, limitation of the maximum steering angle 22 imposed on the driver to suppress vehicle instability, automatic braking and speed control, and warning for lane departure and/or collision. The controller circuit 14 further determines the automatic driver assistance level based on the ROC of the road or based on the lateral acceleration of the host vehicle 12, as described above. When the ROC or lateral acceleration is greater than the curvature threshold or acceleration threshold, the controller circuit 14 limits the amount of steering angle 22 that the driver can apply during the transition so that the driver does not lose control of the host vehicle 12. The controller circuit 14 then enables the necessary driver assistance for a period of time equal to the time threshold after which the driver assumes full control of the primary vehicle 12.

Accordingly, a vehicle control system 10 and a method 100 of operating a vehicle control system 10 are provided. The vehicle control system 10 may provide advantages over other vehicle control systems in that the system 10 enables a level of automatic driver assistance during the transition from full-automatic driving to manual driving.

Some further examples of vehicle control systems described in accordance with these techniques include the following examples. These examples may be combined or implemented separately from any of the other examples described in this disclosure or in various combinations.

Example 1. A vehicle control system, comprising: a controller circuit configured to: receiving steering torque of a steering wheel of the main vehicle from a steering sensor; receiving an environment proximate to the host vehicle from one or more sensing sensors; determining when an operator of the host vehicle requests to take over from full automatic control of the host vehicle based on the steering torque; and categorizes the joint pipe requests based on steering torque.

Example 2 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: an automatic driver assistance level is determined based on the steering sensor and the environment.

Example 3 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: when the steering torque is greater than a first threshold, it is determined that the operator requests takeover.

Example 4 the vehicle control system of any of the above examples, wherein the one or more sensory sensors comprise one of a camera, radar, light detection and ranging, and inertial measurement unit.

Example 5 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: the steering angle and the steering angle rate are received from a steering sensor.

Example 6 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: when the maximum steering angle is smaller than the second threshold value; and classifying the first takeover when the maximum steering angle rate is greater than the third threshold and less than the fourth threshold.

Example 7 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: when the maximum steering angle is smaller than the second threshold value; and classifying the second takeover when the maximum steering angle rate is less than the third threshold.

Example 8 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: when the maximum steering angle is greater than the fifth threshold; and classifying the third nozzle when the maximum steering angle rate is greater than the fourth threshold.

Example 9 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: an automatic driver assistance level is determined based on the classification of the take over request and the one or more perception sensors.

Example 10 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: classifying a first take over in the event that the one or more sensing sensors do not detect an obstacle; and disabling the automatic driver assistance.

Example 11 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: classifying a second take over in case the one or more perception sensors detect at least one obstacle; and enabling automatic driver assistance to avoid collision with at least one obstacle.

Example 12 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: classifying a third take over in case the one or more perception sensors detect at least one obstacle; and enabling automatic driver assistance to avoid collision with at least one obstacle.

Example 13 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: an automatic driver assistance level is determined based on a radius of curvature of the road.

Example 14 the vehicle control system of any of the above examples, wherein the controller circuit is further configured to: an automatic driver assistance level is determined based on the lateral acceleration of the primary vehicle.

Example 15. A method of operating a vehicle control system, the method comprising: receiving steering torque of a steering wheel of the main vehicle from a steering sensor; receiving an environment proximate to the host vehicle from one or more sensing sensors; determining, with the steering sensor and one or more perception sensors, when an operator of the host vehicle requests to take over from full automatic control of the host vehicle based on the steering sensor; and categorizes the docking tube requests based on the steering sensors.

Example 16 the method of any one of the above examples, further comprising: an automatic driver assistance level is determined based on the steering sensor and the environment.

Example 17 the method of any one of the above examples, further comprising: an operator request takeover is determined when the steering torque is greater than a first threshold.

Example 18 the method of any of the above examples, wherein the one or more sensing sensors comprise one of a camera, radar, light detection and ranging, and inertial measurement unit.

Example 19 the method of any one of the above examples, further comprising: the steering angle and the steering angle rate are received from a steering sensor.

Example 20. A system includes means for performing any of the above examples.

Example 21. A computer-readable storage medium comprising instructions that, when executed by a controller, cause performance of any of the methods described above.

While the application has been described in terms of its preferred embodiments, it is not intended to be limited thereto but only by the scope of the claims set forth below. "one or more" includes: a function performed by one element, a function performed by more than one element, e.g., in a distributed fashion, a number of functions performed by one element, a number of functions performed by a number of elements, or any combination of the preceding. It will be understood that, although the terms first, second, etc. may be used herein to describe various elements in some examples, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, a first contact may be referred to as a second contact, and similarly, a second contact may be referred to as a first contact, without departing from the scope of the various described embodiments. Both the first contact and the second contact are contacts, but they are not identical contacts. The terminology used in the description of the various described embodiments herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used in the description of the described embodiments and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the term "and/or" as used herein refers to and includes any and all possible combinations of one or more of the associated listed items. It will be further understood that the terms "comprises (include, including)" and/or "comprising (comprise, comprising)" when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "if (if)" is optionally interpreted to mean "when …" or "after …" or "in response to a determination" or "in response to detection", depending on the context. Similarly, the phrase "if determined" or "if detected [ stated condition or event ]" is optionally interpreted to mean "after … is determined" or "in response to determining" or "after detecting [ stated condition or event ]" or "in response to detecting [ stated condition or event ]" depending on the context.

Claims

1. A vehicle control system, comprising:

A controller circuit configured to:

receiving a steering torque of a steering wheel of a host vehicle from a steering sensor;

receiving an environment proximate to the host vehicle from one or more perception sensors;

determining, based on the steering torque, when an operator of the host vehicle requests to take over from fully automated control of the host vehicle;

classifying a takeover request based on the steering torque; and

determining a level of automated driver assistance based on the classification of the takeover request and the one or more perception sensors;

Wherein, classifying the takeover request and determining the automatic driver assistance level comprises:

classifying a first takeover in the event that the one or more perception sensors detect no obstacle and disabling the automatic driver assistance; or

A second takeover is classified if the one or more perception sensors detect at least one obstacle and the automatic driver assistance is enabled to avoid a collision with the at least one obstacle.

2. The vehicle control system of claim 1, wherein the controller circuit is further configured to determine an automatic driver assistance level based on the steering sensor and the environment.

3 . The vehicle control system of claim 1 , wherein the controller circuit is further configured to determine that the operator requests the takeover when the steering torque is greater than a first threshold.

4. The vehicle control system of claim 1, wherein the one or more perception sensors include one of a camera, a radar, a light detection and ranging, and an inertial measurement unit.

5. The vehicle control system of claim 1, wherein the controller circuit is further configured to receive a steering angle and a steering angle rate from the steering sensor.

6. The vehicle control system of claim 5, wherein the controller circuit is further configured to classify the first takeover in the following circumstances:

The maximum steering angle is less than a second threshold; and

The maximum steering angle rate is greater than the third threshold and less than the fourth threshold.

7. The vehicle control system of claim 5, wherein the controller circuit is further configured to classify the second takeover in the following circumstances:

The maximum steering angle is less than a second threshold; and

The maximum steering angle rate is less than a third threshold.

8. The vehicle control system of claim 5, wherein the controller circuit is further configured to classify the third takeover in the following situations:

The maximum steering angle is greater than a fifth threshold; and

The maximum steering angle rate is greater than a fourth threshold.

9. The vehicle control system of claim 1, wherein the controller circuit is further configured to determine the automatic driver assistance level based on a radius of curvature of a road.

10. The vehicle control system of claim 1, wherein the controller circuit is further configured to determine the automatic driver assistance level based on a lateral acceleration of the host vehicle.

11. A method of operating a vehicle control system, the method comprising:

determining, with the steering sensor and the one or more perception sensors, when an operator of the host vehicle requests to take over from fully automated control of the host vehicle based on the steering sensor;

classifying the takeover request based on the steering sensor; and

12. The method of claim 11, further comprising:

Based on the steering sensor and the environment, a level of automated driver assistance is determined.

13. The method of claim 11, further comprising:

When the steering torque is greater than a first threshold, it is determined that the operator requests the takeover.

14. The method of claim 11, wherein the one or more perception sensors include one of a camera, a radar, a light detection and ranging, and an inertial measurement unit.

15. The method of claim 11, further comprising:

A steering angle and a steering angle rate are received from the steering sensor.

16. A system comprising means for performing any of the methods of claims 11-15.