Automated steering system during loss of traction

System, methods, and other embodiments described herein relate to steering a vehicle based during loss of traction. In one arrangement, a method for steering a vehicle during loss of traction is disclosed. The method includes, responsive to detecting a slipping tire of a vehicle losing traction with a road, automatically steering the vehicle separately from an input of a steering wheel of the vehicle to cause the vehicle to follow a path. The method also includes decoupling control of a pair of front tires of the vehicle by the steering wheel. The method further includes rotating, independently of an input to the steering wheel and in parallel with steering the vehicle, the steering wheel to match an actual yaw of the vehicle.

TECHNICAL FIELD

The subject matter described herein relates, in general, to systems and methods for automatically steering a vehicle during loss of traction and, more specifically, to systems and methods for automatically operating a steering system to take control of the steering of a vehicle during loss of traction and to improve the understanding of a driver of the vehicle of the direction in which the steering system is steering the vehicle.

BACKGROUND

When driving a vehicle, a driver has a “mental model” that relates the angle of the steering wheel, the angle of the front tires, and the yaw. For example, when the driver rotates the steering wheel clockwise, the driver expects the front tires to turn to the right and the vehicle to turn to the right (a clockwise yaw). Under the mental model of the driver, the steering wheel angle, the front tire angles, and the yaw are all proportional. However, there may be instances during driving in which the behavior of the vehicle does not follow the driver's mental model. These instances may occur when a tire of the vehicle loses traction with the road (e.g., when the vehicle is skidding, sliding, or drifting), and when oversteering, understeering, and/or countersteering may be employed to stabilize the vehicle. For example, when a vehicle is drifting and turning to the left, a driver may need to non-intuitively rotate the steering wheel in the direction opposite the turn (i.e., clockwise), thus pointing the tires also in the direction opposite the turn (i.e., to the right). In such conditions, the steering wheel angle and the tire angles are not proportional to the yaw, and thus, unless the driver is a professionally trained or otherwise highly skilled and understands oversteering, understeering, and countersteering, the behavior of the vehicle will not follow the mental model of the driver. This may cause a normally skilled driver to not know how to properly maneuver the vehicle when loss of traction occurs.

SUMMARY

In one embodiment, example systems and methods relate to a manner of automatically controlling, independently of an input to a steering wheel, the steering of a vehicle when loss of traction occurs, while rotating the steering wheel according to a direction intuitive to the driver so that the driver understands the direction in which the vehicle is traveling and being steered. As previously noted, when loss of traction occurs, the steering wheel angle, the tire angles, and the yaw of the vehicle may not be proportional when understeering, or oversteering the vehicle may be needed, and thus, the behavior of the vehicle does not follow intuition of the driver. These instances of loss of traction can thus cause dangerous situations in which the driver does not know how to control the vehicle.

Therefore, in one embodiment, a system automatically controls steering of a vehicle independently of a driver input to the steering wheel to stabilize the vehicle when loss of traction occurs. In one aspect, the system detects a tire of the vehicle losing traction with the road. For example, sensors of a vehicle, such as a traction sensor, collect data, and the system can monitor the tires of the vehicle and, in the event of loss of traction between one of the tires and the road, the system can detect loss of traction of the tire based on the sensor data. The system, in one approach, steers the vehicle separately from the driver input to counteract the detected condition and cause the vehicle to follow a path. In some instances, the path is a safe area of travel and/or a path following the road upon which the vehicle is traveling. In order to cause the vehicle to follow the path, the system can detect the boundaries of the safe area of travel and/or the road using environment sensors, GPS and/or map data, cameras, etc. As the system steers the vehicle, the system, in one or more arrangements, also rotates the steering wheel to match an actual yaw of the vehicle, which may not align with a direction of the wheels/tires. For example, when the system steers the vehicle to the right by rotating the tires to the right, the system may rotate the steering wheel clockwise independently of the rotation of the tires. In another example, when the system steers the vehicle to the left by rotating the tires to the left, the system may rotate the steering wheel counterclockwise independently of the rotation of the tires. In this way, when the steering wheel rotates according to the actual yaw of the vehicle, the disclosed system improves the understanding of the driver of the direction in which the vehicle is traveling, even if the angle of the tires is not proportional to the actual yaw of the vehicle.

In one embodiment, a system is disclosed. The system includes a processor and a memory communicably coupled to the processor. The memory stores instructions that when executed by the processor cause the processor to, in response to detecting a slipping tire of a vehicle losing traction with a road, steer the vehicle separately from an input of a steering wheel of the vehicle to cause the vehicle to follow a path. The instructions also cause the processor to decouple control of a pair of front tires of the vehicle by the steering wheel. The instructions further cause the processor to rotate, independently of an input to the steering wheel and in parallel with steering the vehicle, the steering wheel to match an actual yaw of the vehicle.

In one embodiment, a non-transitory computer-readable medium is disclosed. The non-transitory computer-readable medium includes instructions that, when executed by a processor, cause the processor to, in response to detecting a slipping tire of a vehicle losing traction with a road, steer the vehicle separately from an input of a steering wheel of the vehicle to cause the vehicle to follow a path. The instructions also cause the processor to decouple control of a pair of front tires of the vehicle by the steering wheel. The instructions further cause the processor to rotate, independently of an input to the steering wheel and in parallel with steering the vehicle, the steering wheel to match an actual yaw of the vehicle.

In one embodiment, a method is disclosed. The method includes, responsive to detecting a slipping tire of a vehicle losing traction with a road, steering the vehicle separately from an input of the steering wheel of the vehicle to cause the vehicle to follow a path. The method also includes decoupling control of a pair of front tires of the vehicle by the steering wheel. The method also includes rotating, independently of an input to the steering wheel and in parallel with steering the vehicle, the steering wheel to match an actual yaw of the vehicle.

Further areas of applicability and various methods of enhancing the disclosed technology will become apparent from the description provided. The description and specific examples in this summary are intended for illustration only and are not intended to limit the scope of the present disclosure.

DETAILED DESCRIPTION

Described is a steering system for a vehicle aimed at improving the understanding of a driver about operations of the steering system. The steering system can detect the vehicle losing traction with a road and automatically steer the vehicle separately from an input of a steering wheel to cause a corrective maneuver. In parallel with steering the vehicle, the steering system can rotate the steering wheel independently from the wheels to match an actual yaw of the vehicle so that the driver intuitively understands the direction in which the steering system is steering the vehicle.

Referring toFIG.1, an example of a vehicle100is illustrated. As used herein, a “vehicle” is any form of powered transport. In one or more implementations, the vehicle100is an automobile. While arrangements will be described herein with respect to automobiles, it will be understood that embodiments are not limited to automobiles. In some implementations, the vehicle100may be any robotic device or form of powered transport that, for example, includes one or more automated systems, and thus benefits from the functionality discussed herein.

The vehicle100also includes various elements. It will be understood that in various embodiments it may not be necessary for the vehicle100to have all of the elements shown inFIG.1. The vehicle100can have any combination of the various elements shown inFIG.1. Further, the vehicle100can have additional elements to those shown inFIG.1. In some arrangements, the vehicle100may be implemented without one or more of the elements shown inFIG.1. While the various elements are shown as being located within the vehicle100inFIG.1, it will be understood that one or more of these elements can be located external to the vehicle100. Further, the elements shown may be physically separated by large distances and provided as remote services (e.g., cloud-computing services).

In any case, the vehicle100also includes a steering system156. The steering system156may be incorporated within the automated driving system154or may be separate as shown. The steering system156may detect the vehicle losing traction with a road and steer the vehicle to cause the vehicle to regain traction.

With reference toFIG.2, one embodiment of the steering system156is illustrated. As shown, the steering system156includes a processor200. Accordingly, the processor200may be a part of the steering system156or the steering system156may access the processor200through a data bus or another communication path. In one or more embodiments, the processor200is an application specific integrated circuit that is configured to implement functions associated with an assistance module210of the steering system156. In general, the processor200is an electronic processor such as a microprocessor that is capable of performing various functions as described herein. In one embodiment, the steering system156includes a memory220that stores the assistance module210. The memory220is a random-access memory (RAM), read-only memory (ROM), a hard disk drive, a flash memory, or other suitable memory for storing the assistance module210. The assistance module210can include, for example, computer-readable instructions that, when executed by the processor200, cause the processor200to perform the various functions disclosed herein.

Furthermore, in one embodiment, the steering system156includes a data store230. The data store230is, in one embodiment, an electronic data structure such as a database that is stored in the memory220or another memory and that is configured with routines that can be executed by the processor200for analyzing stored data, providing stored data, organizing stored data, and so on. Thus, in one embodiment, the data store230stores data used by the assistance module210in executing various functions. In one embodiment, the data store230includes sensor data240, along with, for example, other information that is used by the assistance module210. The sensor data240may include some or all of the sensor data146shown inFIG.1and described later in this disclosure.

The assistance module210generally includes instructions that function to control the processor200to acquire sensor data240. The processor200can acquire the sensor data240from the sensor system104. The sensor data240can include the sensor data146ofFIG.1discussed in further detail below. In one embodiment, the assistance module210controls the radar sensor(s)112and the camera(s)118of the vehicle100to observe the surrounding environment. Alternatively, or additionally, the assistance module210controls the camera(s)118and the LIDAR sensor(s)114or another set of sensors to acquire the sensor data240. As part of controlling the sensors to acquire the sensor data240, it is generally understood that the sensors acquire the sensor data240of a region around the vehicle100with data acquired from different types of sensors generally overlapping in order to provide for a comprehensive sampling of the surrounding environment at each time step. In general, the sensor data240need not be of the exact same bounded region in the surrounding environment but should include a sufficient area of overlap such that distinct aspects of the area can be correlated. Thus, the assistance module210, in one embodiment, controls the sensors to acquire the sensor data240of the surrounding environment.

Moreover, in further embodiments, the assistance module210controls the sensors to acquire the sensor data240at successive iterations or time steps. Thus, the steering system156, in one embodiment, iteratively executes the functions to acquire the sensor data240and provide information therefrom. Furthermore, the assistance module210, in one embodiment, executes one or more of the noted functions in parallel for separate observations in order to maintain updated perceptions. Additionally, as previously noted, the assistance module210, when acquiring data from multiple sensors, fuses the data together to form the sensor data240and to provide for improved determinations of detection, location, and so on.

The sensor data240can include information about operation of the vehicle100itself, including the speed of the vehicle100, the acceleration of the vehicle100, etc. The sensor data240can also include information about one or more tires of the vehicle100. The tires310can include a first front tire and a second front tire that form a pair of front tires. The tires can also include a first rear tire and a second rear tire. In some instances, the pair of front tires may be controlled by the steering wheel while the rear tires are not controlled by the steering wheel. The sensor data240can include information about the friction between the tires and the road upon which the vehicle100is traveling and/or the rate of rotation of the tires. The sensor data240can also include information about the environment in which the vehicle100is traveling. For example, the sensor data240can include information about the road, including the boundaries of the road, the type of surface of the road, etc.

The assistance module210also includes instructions that function to control the processor200to detect a slipping tire of the vehicle100losing traction with the road. Using the sensor data240, the assistance module210can detect the friction between the slipping tire and the road transitioning from rolling friction to slipping friction. In other words, the assistance module210can detect a change from the slipping tire rolling on the road to slipping on the road.

The assistance module210can detect this change. For example, the sensor data240may include data from one or more tire rotation sensors of the vehicle100, and the assistance module210can detect the change in friction using rate of rotation of the tires. For example, if the rate of rotation of the slipping tire decreases significantly while the vehicle100is still traveling or increases significantly while the vehicle100is still traveling, this may indicate loss of traction as the tire loses grip with the road and transitions into a reduced friction state. In another example, the sensor data240may include data from one or more accelerometers of the vehicle100, and the assistance module210can detect a change in acceleration of the vehicle100, which may indicate, for example, side slip.

The assistance module210also includes instructions that function to control the processor200to decouple control of the pair of front tires by the steering wheel. The assistance module210decouples control of the pair of front tires by the steering wheel upon detecting the loss of traction of the slipping tire. In some instances, decoupling control of the pair of front tires by the steering wheel involves decoupling the electrical connection between the pair of front tires and the steering wheel in a steer-by-wire system124of the vehicle100or otherwise ignoring an input to the steering wheel by the driver. The steer-by-wire system124will be discussed in further detail below in connection withFIG.5.

The assistance module210also includes instructions that function to control the processor200to, in response to detecting the slipping tire losing traction with the road, automatically steer the vehicle100separately from an input of the steering wheel to cause the vehicle100to follow a path. In one embodiment, the path is the road itself, and the assistance module210steers the vehicle100to cause the vehicle100to follow the road. In another embodiment, the path is a lane in which the vehicle100is traveling, and the assistance module210steers the vehicle100to cause the vehicle100to follow the road. In yet another embodiment, the path is a path following a safety envelope of the vehicle100. A safety envelope may be defined as a zone within which the vehicle100may travel safely as the vehicle100travels along its trajectory. The safety envelope may have a left boundary that is distanced from and on the left side of the vehicle100and a right boundary that is distanced from and on the right side of the vehicle100. However, the safety envelope may also be forward and rearward of the vehicle100. In some examples, the safety envelope is dynamic and changes in shape based on the curvature of the path that the vehicle100is traveling on, an obstacle along or proximate to the path, the speed of the vehicle100, the type of object located near the vehicle100, and so on. In some examples, the safety envelope is a geometrical envelope based on geometrical boundaries of the movement trajectory of the vehicle100.

In one approach, the assistance module210is configured to determine the safety envelope based on the sensor data146, including the information about the vehicle100and/or the information about the external environment. In one example, the assistance module210determines the boundaries of the safety envelope based on a predetermined distance from the vehicle100and/or the characteristics of the environment. In this example, the assistance module210determines that the right boundary is three meters from the right side of the vehicle100and the left boundary is two meters from the left side of the vehicle100. In another example, the assistance module210determines the boundaries of the safety envelope based on road markings, sidewalks, and/or other visible road edges such as a fence, grass, or trees. In one approach, the assistance module210receives information about an obstacle on the road within the determined boundary of the safety envelope from the sensor data146and may adjust the boundary towards the vehicle100to exclude the obstacle from the safety envelope. In some arrangements, the assistance module210periodically updates the safety envelope as the processor200receives more information about the external environment and obstacles in the external environment. The assistance module210may use a suitable algorithm, such as a machine learning algorithm or an artificial intelligence process to determine a safety envelope and its boundaries.

To cause the vehicle100to follow the path, the processor200may steer the vehicle100by rotating the pair of front tires. In some instances, though, in order to cause the vehicle100to follow the path, the processor200may need to rotate the pair of front tires in a direction that is not directly proportional to the steering wheel angle. This may occur when oversteering, understeering, or countersteering are needed to achieve the intended yaw during loss of traction.

Oversteering includes rotating the pair of front tires more than would be required to achieve the intended yaw when there is no loss of traction. Oversteering may be required when one of the rear tires loses traction before one of the front tires can occur during acceleration of the vehicle100, because of a sudden weight transfer within the vehicle100, sudden braking of the vehicle100, or any during any other event in which one or more of the tires loses traction. Understeering includes rotating the pair of front tires less than would be required to achieve the intended yaw when there is no loss of traction. Understeering may be required when one of the front tires loses traction before one of the rear tires and can occur during tight turns or during any other event in which one or more of the tires loses traction. Countersteering (also called opposite lock) includes rotating the pair of front tires in a direction opposite the intended yaw direction. Countersteering may be required when the vehicle100is skidding or during any other event in which one or more of the tires loses traction. In some instances, the processor200may need to countersteer the vehicle100in a direction opposite the intended yaw direction in order to achieve the intended yaw. In any case, the assistance module210may steer the vehicle100to cause the slipping tire to regain traction with the road. In other words, the processor200may steer the vehicle to cause the friction between the slipping tire and the road to transition from slipping friction back to rolling friction.

In some instances, when the assistance module210takes control of the steering of the vehicle100, the driver may not intuitively understand the intent of the steering system156. For example, the driver may not understand the intent of the steering system156if the steering system156locked the steering wheel when taking control of the steering of the vehicle100or allowed free rotation of the steering wheel when taking control of the steering of the vehicle100. In either of these examples, the driver may try to regain control of the vehicle100, which can lead to dangerous situations.

Accordingly, the assistance module210also includes instructions that function to control the processor200to rotate, independently of an input to the steering wheel and in parallel with steering the vehicle100, the steering wheel to match an actual yaw of the vehicle100. In some instances, the actual yaw includes the direction in which the vehicle100is traveling (e.g., the heading of the vehicle100). Additionally or alternatively, the actual yaw includes the rate of rotation (e.g., the change in yaw) of the vehicle100. Rotating the steering wheel to match the actual yaw may allow the driver to feel like they are still in control of the steering of the vehicle100or may otherwise allow the driver to intuitively understand the direction in which the steering system156is steering the vehicle100. The assistance module210can perform the functions of steering the vehicle100independently of an input to the steering wheel and rotating the steering wheel to match the actual yaw of the vehicle100substantially in parallel. In some instances, the assistance module210can rotate the steering wheel in a direction that is not proportional to the direction of the pair of front tires. In some instances, the assistance module210can rotate the steering wheel according to an Ackerman steering model, which assumes none of the tires have lost traction.

The assistance module210also includes instructions that function to control the processor200to, responsive to detecting the slipping tire regaining traction with the road, align the steering wheel with the slipping tire by rotating the steering wheel to cause the angle of the steering wheel to correlate to the angle of the pair of front tires and the actual yaw. This may be done so that the angle of the steering wheel, the angle of the pair of front tires, and the actual yaw are all proportional to each other according to the mental model of the driver. In doing so, the driver can regain control of the vehicle100in a normal manner.

Illustrated examples of operating the steering system156are shown inFIGS.3A and3B. As shown, the vehicle100can include four tires310. The tires310include a first front tire310A and a second front tire310B. The first front tire310A and the second front tire310B form a pair of front tires320. The tires310also include a first rear tire310C and a second rear tire310D. The slipping tire can be any of the tires310. For example, the slipping tire can be the first rear tire310C. The vehicle100can also include a steering wheel340.

Referring toFIG.3A, a driver of the vehicle100may be steering the vehicle100through a right turn in a road330. During the right turn, the slipping tire may lose traction with the road330. The assistance module210is configured to identify a path of the road330. For example, inFIG.3A, the path is the lane in which the vehicle100is traveling. In order to cause the vehicle100to follow the path, however, the assistance module210may need to automatically countersteer the vehicle100by rotating the pair of front tires320to the left in order to accomplish the right turn. While rotating the pair of front tires320to the left, the assistance module210can also, independently of an input by the driver to the steering wheel340, rotate the steering wheel clockwise to match the actual yaw of the vehicle100as the steering system156steers the vehicle100through the right turn.

Referring toFIG.3B, a driver of the vehicle100may be steering the vehicle100through a left turn in the road330. During the left turn, the slipping tire may lose traction with the road330. The assistance module210is configured to identify a path of the road330. For example, inFIG.3B, the path is the lane in which the vehicle100is traveling. In order to achieve the intended counterclockwise yaw, however, the assistance module210may need to countersteer the vehicle100by rotating the pair of front tires320to the right in order to accomplish the left turn. While rotating the pair of front tires320to the right, the assistance module210can also, independently of an input by the driver to the steering wheel340, rotate the steering wheel340counterclockwise to match the actual yaw of the vehicle100as the steering system156steers the vehicle100through the left turn.

Referring toFIG.4, a flowchart illustrating a method400for controlling a vehicle is shown. The method400will be described from the viewpoint of the vehicle100ofFIG.1and the steering system156ofFIG.2. However, it should be understood that this is just one example of implementing the method400. While method400is discussed in combination with the steering system156, it should be appreciated that the method400is not limited to being implemented within the steering system156but is instead one example of a system that may implement the method400.

The method400begins. At410, in one approach, the assistance module210acquires sensor data240. In some examples, the sensor data240includes information about operation of the vehicle100itself, including the speed of the vehicle100, the acceleration of the vehicle100, etc. The sensor data240can also include information about one or more tires of the vehicle100. The tires310include a first front tire310A and a second front tire310B that form a pair of front tires320. The tires310also include a first rear tire310C and a second rear tire310D. In some instances, the pair of front tires320is controlled by the steering wheel340while the rear tires310C and310D are statically mounted in regard to a longitudinal direction of the vehicle100. In some instances, the sensor data240includes information about the friction between the tires310and the road330upon which the vehicle100is traveling and/or the rate of rotation of the tires310. The sensor data240can also include information about the environment in which the vehicle100is traveling. For example, the sensor data240includes information about the road330, including the boundaries of the road330, the type of surface of the road330, etc.

At420, in one approach, the assistance module210detects a slipping tire of the vehicle100losing traction with the road330. For example, the method400includes detecting a tire310losing traction with the road330using the sensor data240. Using the sensor data240, in one approach, the assistance module210detects the friction between the slipping tire and the road330transitioning from rolling friction to slipping friction. In other words, the assistance module210detects a change from the slipping tire rolling on the road to slipping on the road. If no loss of traction is detected, the method400returns to the start.

The assistance module210detects the change from rolling friction to slipping frictions in a suitable manner. In one approach, the sensor data240includes data from one or more tire rotation sensors of the vehicle100, and the assistance module210detects the change in friction using rate of rotation of the tires310. In one example, the assistance module210detects a slipping tire when the rate of rotation of one of the tires310decreases significantly while the vehicle100is still traveling or increases significantly while the vehicle100is still traveling. In another example, the sensor data240includes data from one or more accelerometers of the vehicle100, and the assistance module210detects a change in acceleration of the vehicle100, which may indicate, for example, side slip.

At430, in one approach, the assistance module210decouples control of the pair of front tires320by the steering wheel340. In one approach, the assistance module210decouples control of the pair of front tires320by the steering wheel340upon detecting the loss of traction of the slipping tire. In some instances, decoupling control of the pair of front tires320by the steering wheel340involves decoupling the electrical connection between the pair of front tires320and the steering wheel340in a steer-by-wire system124of the vehicle100or otherwise ignoring an input to the steering wheel340by the driver.

At440, in one approach, the assistance module210automatically steers the vehicle100separately from an input to the steering wheel340to cause the vehicle100to follow a path. As mentioned above, in one embodiment, the path is the road330itself, and the assistance module210steers the vehicle100to cause the vehicle100to follow the road330. In another embodiment, the path is a lane in the road330in which the vehicle100is traveling, and the assistance module210steers the vehicle100to cause the vehicle100to follow the lane. In yet another embodiment, the path is a path following a safety envelope of the vehicle100, and the assistance module210steers the vehicle100to cause the vehicle100to follow the safety envelope.

In one approach, the assistance module210is configured to determine the safety envelope based on the sensor data146, including the information about the vehicle100and/or the information about the external environment. For example, the assistance module210determines the boundaries of the safety envelope based on a predetermined distance from the vehicle100and/or the characteristics of the environment. In this example, the assistance module210determines that the right boundary is three meters from the right side of the vehicle100and the left boundary is two meters from the left side of the vehicle100. In another example, the assistance module210determines the boundaries of the safety envelope based on road markings, sidewalks, and/or other visible road edges such as a fence, grass, or trees. In one approach, the assistance module210receives information about an obstacle on the road330within the determined boundary of the safety envelope from the sensor data146and may adjust the boundary towards the vehicle100to exclude the obstacle from the safety envelope. In some instances, the assistance module210periodically updates the safety envelope as the processor200receives more information about the external environment and obstacles in the external environment. The assistance module210may use a suitable algorithm, such as a machine learning algorithm or an artificial intelligence process to determine a safety envelope and its boundaries.

In some instances and as described above, in order to cause the vehicle to follow the path, the assistance module210may need to rotate the pair of front tires320in a direction that is not directly proportional to the steering wheel angle340. As described in further detail above, this may occur when oversteering, understeering, or countersteering are needed to achieve the intended yaw during loss of traction.

At450, in one approach, the assistance module210rotates the steering wheel340to match an actual yaw of the vehicle100. Rotating the steering wheel340to match the actual yaw may allow the driver to feel like they are still in control of the steering of the vehicle100or may otherwise allow the driver to intuitively understand the direction in which the steering system156is steering the vehicle100. In some instances, the assistance module210rotates the steering wheel340in a direction that is not proportional to the angle of the pair of front tires320. In some instances, the assistance module210rotates the steering wheel340according to an Ackerman steering model, which assumes none of the tires310have lost traction.

At460, in one approach, the assistance module210aligns, responsive to detecting the slipping tire regaining traction with the road330, the steering wheel340with the slipping tire by rotating the steering wheel340to cause the angle of the steering wheel340to correlate to the angle of the pair of front tires320and the actual yaw. Aligning the steering wheel340with the slipping tire may be done so that the angle of the steering wheel340, the angle of the pair of front tires320, and the actual yaw are all proportional to each other according to the mental model of the driver. In doing so, the driver can regain control of the vehicle100in a normal manner. The method400may end at470when the assistance module210determines that the steering wheel340is aligned with the slipping tire.

The vehicle100can include one or more processor(s)102. In one or more arrangements, the processor(s)102can be a main processor of the vehicle100. For instance, the processor(s)102can be an electronic control unit (ECU). The vehicle100can include one or more data stores(s)138for storing one or more types of data. The data stores(s)138can include volatile and/or non-volatile memory. Examples of suitable data stores138include RAM (Random Access Memory), flash memory, ROM (Read Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), registers, magnetic disks, optical disks, hard drives, or any other suitable storage medium, or any combination thereof. The data stores(s)138can be a component of the processor(s)102, or the data stores(s)138can be operatively connected to the processor(s)102for use thereby. The term “operatively connected,” as used throughout this description, can include direct or indirect connections, including connections without direct physical contact.

In one or more arrangements, the data stores(s)138can include map data140. The map data140can include maps of one or more geographic areas. In some instances, the map data140can include information or data on roads, traffic control devices, road markings, structures, features, and/or landmarks in the one or more geographic areas. The map data140can be in any suitable form. In some instances, the map data140can include aerial views of an area. In some instances, the map data140can include ground views of an area, including 360-degree ground views. The map data140can include measurements, dimensions, distances, and/or information for one or more items included in the map data140and/or relative to other items included in the map data140. The map data140can include a digital map with information about road geometry. The map data140can be high quality and/or highly detailed.

In one or more arrangements, the map data140can include one or more terrain maps142. The terrain map(s)142can include information about the ground, terrain, roads, surfaces, and/or other features of one or more geographic areas. The terrain map(s)142can include elevation data in the one or more geographic areas. The map data140can be high quality and/or highly detailed. The terrain map(s)142can define one or more ground surfaces, which can include paved roads, unpaved roads, land, and other things that define a ground surface.

The data stores(s)138can also include sensor data146. In this context, “sensor data” means any information about the sensors that the vehicle100is equipped with, including the capabilities and other information about such sensors. As will be explained below, the vehicle100can include the sensor system104. The sensor data146can relate to one or more sensors of the sensor system104. As an example, in one or more arrangements, the sensor data146can include information on one or more LIDAR sensors114of the sensor system104.

In some instances, at least a portion of the map data140and/or the sensor data146can be located in one or more data stores138located onboard the vehicle100. Alternatively, or in addition, at least a portion of the map data140and/or the sensor data146can be located in one or more data stores138that are located remotely from the vehicle100.

In arrangements in which the sensor system104includes a plurality of sensors, the sensors can work independently from each other. Alternatively, two or more of the sensors can work in combination with each other. In such a case, the two or more sensors can form a sensor network. The sensor system104and/or the one or more sensors can be operatively connected to the processor(s)102, the data stores(s)138, and/or another element of the vehicle100(including any of the elements shown inFIG.1). The sensor system104can acquire data of at least a portion of the external environment of the vehicle100(e.g., nearby vehicles).

The sensor system104can include any suitable type of sensor. Various examples of different types of sensors will be described herein. However, it will be understood that the embodiments are not limited to the particular sensors described. The sensor system104can include one or more vehicle sensor(s)106. The vehicle sensor(s)106can detect, determine, and/or sense information about the vehicle100itself. In one or more arrangements, the vehicle sensor(s)106can be configured to detect, and/or sense position and orientation changes of the vehicle100, such as, for example, based on inertial acceleration. In one or more arrangements, the vehicle sensor(s)106can include one or more accelerometers, one or more gyroscopes, an inertial measurement unit (IMU), a dead-reckoning system, a global navigation satellite system (GNSS), a global positioning system (GPS), a navigation system136, and/or other suitable sensors. The vehicle sensor(s)106can be configured to detect, and/or sense one or more characteristics of the vehicle100. In one or more arrangements, the vehicle sensor(s)106can include a speedometer to determine a current speed of the vehicle100. The vehicle sensor(s)106can also include one or more steering wheel sensors108. The steering wheel sensor(s)108can detect information about the steering wheel340of the vehicle100. For example, the steering wheel sensor(s)108can determine the angle of the steering wheel340.

Various examples of sensors of the sensor system104will be described herein. The example sensors may be part of the environment sensor(s)110and/or the vehicle sensor(s)106. However, it will be understood that the embodiments are not limited to the particular sensors described. As an example, in one or more arrangements, the sensor system104can include one or more radar sensor(s)112, one or more LIDAR sensor(s)114, one or more sonar sensor(s)116, and/or one or more camera(s)118. In one or more arrangements, the camera(s)118can be high dynamic range (HDR) camera(s) or infrared (IR) camera(s).

The vehicle100can include an input system148. An “input system” includes any device, component, system, element or arrangement or groups thereof that enable information/data to be entered into a machine. The input system148can receive an input from a vehicle passenger (e.g., a driver or a passenger). The vehicle100can include an output system150. An “output system” includes any device, component, or arrangement or groups thereof that enable information/data to be presented to a vehicle passenger (e.g., a person, a vehicle passenger, etc.).

The vehicle100can include one or more vehicle systems120. Various examples of the vehicle system(s)120are shown inFIG.1. However, the vehicle100can include more, fewer, or different vehicle system(s)120. It should be appreciated that although particular vehicle systems are separately defined, each or any of the systems or portions thereof may be otherwise combined or segregated via hardware and/or software within the vehicle100. The vehicle100can include a propulsion system122, a steer-by-wire system124, a braking system128, a throttle system130, a transmission system132, a signaling system134, and/or a navigation system136. Each of these systems can include one or more devices, components, and/or a combination thereof, now known or later developed.

With additional reference toFIG.5, the steer-by-wire system124is operable to perform one or more steering functions, including but not limited to steering the vehicle100. Among the elements of the steer-by-wire system124, the vehicle100includes a user-operated steering wheel340on the dash assembly or otherwise housed in the passenger compartment, a steering mechanism at one, some, or all of the wheels500, and a torque feedback unit126(FIG.1) at the steering wheel340. The steering mechanism is mechanically connected to the wheels500. The wheels500have an adjustable steering angle, and the steering mechanism is operable to adjust the steering angle. As a product of adjusting the steering angle, the steering mechanism is operable to steer the vehicle100as it drives along the ground. The torque feedback unit126is mechanically connected to the steering wheel340. The torque feedback unit126is operable to apply torque to the steering wheel340.

The steering wheel340can be a conventional steering wheel typical of a traditional mechanically coupled steering system. The steer-by-wire system124uses electrical or electro-mechanical steering elements for performing steering functions that are traditionally achieved in a mechanically coupled steering system by mechanical linkages, including but not limited to, by the operation of the steering mechanism, adjusting the steering angle in response to user operation of the steering wheel340, and, by the operation of the torque feedback unit126, applying torque to the steering wheel340for haptically simulating steering feel through the steering wheel340.

As part of the steering mechanism, the steer-by-wire system124includes a steering actuator510, a pinion520, a rack530, and tie-rods540. The pinion520, the rack530, and the tie-rods540are mechanically connected to the wheels500. The pinion520, the rack530, and the tie-rods540can be conventional steering elements configured to adjust the steering angle by rotating the pinion520. The steering actuator510is mechanically connected to the pinion520. The steering actuator510includes an electric motor operable to rotate the pinion520. By the operation of the electric motor, as a product of rotating the pinion520, the steering actuator510is operable to change the steering angle mechanically independently of an input to the steering wheel340. The torque feedback unit126includes an electric motor operable to apply torque to the steering wheel340. By operation of the electric motor, the torque feedback unit126is operable to apply torque to the steering wheel340for haptically simulating steering feel through the steering wheel340. Without application of the torque to haptically simulate steering feel, the steering wheel340would freely turn and the user would not experience haptic resistance and/or haptic feedback through the steering wheel340typical of mechanically coupled steering systems.

Referring back toFIG.1, the navigation system136can include one or more devices, applications, and/or combinations thereof, now known or later developed, configured to determine the geographic location of the vehicle100and/or to determine a travel route for the vehicle100. The navigation system136can include one or more mapping applications to determine a travel route for the vehicle100. The navigation system136can include a global positioning system, a local positioning system or a geolocation system.

The processor(s)102, the steering system156, and/or the automated driving system154can be operatively connected to communicate with the various vehicle systems120and/or individual components thereof. For example, returning toFIG.1, the processor(s)102and/or the automated driving system154can be in communication to send and/or receive information from the various vehicle systems120to control the movement, speed, maneuvering, heading, direction, etc. of the vehicle100. The processor(s)102, the steering system156, and/or the automated driving system154may control some or all of these vehicle systems120and, thus, may be partially or fully autonomous.

The processor(s)102, the steering system156, and/or the automated driving system154can be operatively connected to communicate with the various vehicle systems120and/or individual components thereof. For example, returning toFIG.1, the processor(s)102, the steering system156, and/or the automated driving system154can be in communication to send and/or receive information from the various vehicle systems120to control the movement, speed, maneuvering, heading, direction, etc. of the vehicle100. The processor(s)102, the steering system156, and/or the automated driving system154may control some or all of these vehicle systems120.

The processor(s)102, the steering system156, and/or the automated driving system154may be operable to control the navigation and/or maneuvering of the vehicle100by controlling one or more of the vehicle systems120and/or components thereof. For instance, when operating in an autonomous mode, the processor(s)102, the steering system156, and/or the automated driving system154can control the direction and/or speed of the vehicle100. The processor(s)102, the steering system156, and/or the automated driving system154can cause the vehicle100to accelerate (e.g., by increasing the supply of fuel provided to the engine), decelerate (e.g., by decreasing the supply of fuel to the engine and/or by applying brakes) and/or change direction (e.g., by turning the front two wheels). As used herein, “cause” or “causing” means to make, force, direct, command, instruct, and/or enable an event or action to occur or at least be in a state where such event or action may occur, either in a direct or indirect manner.

The vehicle100can include one or more actuators152. The actuator(s)152can be any element or combination of elements operable to modify, adjust and/or alter one or more of the vehicle systems120or components thereof to responsive to receiving signals or other inputs from the processor(s)102and/or the automated driving system154. Any suitable actuator can be used. For instance, the one or more actuators152can include motors, pneumatic actuators, hydraulic pistons, relays, solenoids, and/or piezoelectric actuators, just to name a few possibilities.

The vehicle100can include one or more modules, at least some of which are described herein. The modules can be implemented as computer-readable program code that, when executed by a processor, implement one or more of the various processes described herein. One or more of the modules can be a component of the processor(s)102, or one or more of the modules can be executed on and/or distributed among other processing systems to which the processor(s)102is operatively connected. The modules can include instructions (e.g., program logic) executable by one or more processor(s)102. Alternatively, or in addition, the data store(s)138may contain such instructions. The module(s) can include the assistance module210.

The vehicle100can include an automated driving system154. The automated driving system154can be configured to receive data from the sensor system104and/or any other type of system capable of capturing information relating to the vehicle100and/or the external environment of the vehicle100. In one or more arrangements, the automated driving system154can use such data to generate one or more driving scene models. The automated driving system154can determine position and velocity of the vehicle100. The automated driving system154can determine the location of obstacles, obstacles, or other environmental features including traffic signs, trees, shrubs, neighboring vehicles, pedestrians, etc.

The automated driving system154either independently or in combination with the steering system156can be configured to determine travel path(s), current autonomous driving maneuvers for the vehicle100, future autonomous driving maneuvers and/or modifications to current autonomous driving maneuvers based on data acquired by the sensor system104, driving scene models, and/or data from any other suitable source such as determinations from the sensor data146as implemented by the module. “Driving maneuver” means one or more actions that affect the movement of a vehicle. Examples of driving maneuvers include accelerating, decelerating, braking, turning, moving in a lateral direction of the vehicle100, changing travel lanes, merging into a travel lane, and/or reversing, just to name a few possibilities. The automated driving system154can be configured to implement determined driving maneuvers. The automated driving system154can cause, directly or indirectly, such autonomous driving maneuvers to be implemented. As used herein, “cause” or “causing” means to make, command, instruct, and/or enable an event or action to occur or at least be in a state where such event or action may occur, either in a direct or indirect manner. The automated driving system154can be configured to execute various vehicle functions and/or to transmit data to, receive data from, interact with, and/or control the vehicle100or one or more systems thereof (e.g., one or more of vehicle systems120).