Operator action positioning module for lane assistance function

A blending steering control method includes estimating a handwheel pressure applied by an operator to a handwheel and receiving a handwheel torque input indicating a torque value applied by the operator to the handwheel. The method also includes receiving a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path. The method also includes generating a scaled operator intent value based on the estimated handwheel pressure and the handwheel torque and generating an output torque value based on the target handwheel angle and scaled operator intent value. The method also includes selectively controlling vehicle trajectory based on the output torque value.

CROSS-REFERENCES TO RELATED APPLICATIONS

This patent application claims priority to French Patent Application Serial No. 19/06717, filed Jun. 21, 2019, which is incorporated herein by reference in its entirety.

TECHNICAL FIELD

This disclosure generally relates to operator assistance functions and in particular to an operator action position module for lane assistance functions.

BACKGROUND OF THE INVENTION

Vehicles, such as cars, trucks, sport utility vehicles, crossovers, mini-vans, or other suitable vehicles, increasingly include operator assistance features, such as adaptive cruise control features, lane keep features, automatic breaking features, and the like. Additionally, such vehicles typically include an electronic power steering system. The EPS system is typically configured to provide a steering assist to an operator of a corresponding vehicle. For example, the EPS system may be configured to apply an assist torque to an electric motor, which is connected to a steering mechanism. As the operator interacts with a handwheel or steering wheel associated with the steering mechanism, the amount of force or torque applied by the operator on the handwheel or steering wheel is assisted (e.g., reducing amount of force or torque required by the operator to perform a corresponding steering maneuver) by the electric motor.

Such EPS systems may provide operator assistance functions using one or more actuators to help or guide a vehicle within a defined path or trajectory. The trajectory is translated into a sequence of inputs to an actuator to steer the vehicle following a target path. The inputs may include a sequence of target angles, an operator torque offset or other vehicle variables to be applied to the one or more actuators of the EPS system.

SUMMARY

This disclosure relates generally to electronic power steering systems.

An aspect of the disclosed embodiments includes a method for blending control of a steering assist system. The method determines operator intent by analyzing one or more signals and determines a vehicle trajectory by using one or more signals. A control module is used to merge the operator intent with the vehicle trajectory and merges control of the vehicle between operator intent and vehicle trajectory.

Another aspect of the disclosed embodiments includes a method for blending control of a steering assist system. The method determines operator intent by analyzing one or more signals and determines a vehicle trajectory by using one or more signals. A control module is used to merge the operator intent with the vehicle trajectory and merges control of the vehicle between operator intent and vehicle trajectory.

Another aspect of the disclosed embodiments includes a blending steering control method. The method includes estimating a handwheel pressure applied by an operator to a handwheel and receiving a handwheel torque input indicating a torque value applied by the operator to the handwheel. The method also includes receiving a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path. The method also includes generating a scaled operator intent value based on the estimated handwheel pressure and the handwheel torque and generating an output torque value based on the target handwheel angle and scaled operator intent value. The method also includes selectively controlling vehicle trajectory based on the output torque value.

Another aspect of the disclosed embodiments includes a blending steering control system. The system includes a processor and a memory. The memory includes instructions that, when executed by the processor, cause the processor to: estimate a handwheel pressure applied by an operator to a handwheel; receive a handwheel torque input indicating a torque value applied by the operator to the handwheel; receive a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path; generate a scaled operator intent value based on the estimated handwheel pressure and the handwheel torque; generate an output torque value based on the target handwheel angle and scaled operator intent value; and selectively control vehicle trajectory based on the output torque value.

Another aspect of the disclosed embodiments includes an apparatus that includes a processor and a memory. The memory includes instructions that, when executed by the processor, cause the processor to: estimate a handwheel pressure applied by an operator to a handwheel; receive a handwheel torque input indicating a torque value applied by the operator to the handwheel; generate a scaled handwheel torque based on a first scaling factor and the handwheel torque; generate a scaled estimated handwheel pressure based on a second scaling factor and the estimated handwheel pressure; receive a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path; generate a scaled operator intent value based on the scaled estimated handwheel pressure and the scaled handwheel torque; generate an output torque value based on the target handwheel angle and scaled operator intent value; and selectively control vehicle trajectory based on the output torque value.

DETAILED DESCRIPTION

As described, vehicles, such as cars, trucks, sport utility vehicles, crossovers, mini-vans, or other suitable vehicles, increasingly include operator assistance features, such as adaptive cruise control features, lane keep features, automatic breaking features, and the like. Additionally, such vehicles typically include an electronic power steering system. The EPS system is typically configured to provide a steering assist to an operator of a corresponding vehicle. For example, the EPS system may be configured to apply an assist torque to an electric motor, which is connected to a steering mechanism. As the operator interacts with a handwheel or steering wheel associated with the steering mechanism, the amount of force or torque applied by the operator on the handwheel or steering wheel is assisted (e.g., reducing amount of force or torque required by the operator to perform a corresponding steering maneuver) by the electric motor.

Such EPS systems may provide operator assistance functions using one or more actuators to help or guide a vehicle within a defined path or trajectory. The trajectory is translated into a sequence of inputs to an actuator to steer the vehicle following a target path. The inputs may include a sequence of target angles, an operator torque offset or other vehicle variables to be applied to the one or more actuators of the EPS system.

While the EPS system is controlling the trajectory of the vehicle, the operator may not provide control input using the handwheel. However, the operator may desire to engage the handwheel to take control of the trajectory of the vehicle. Such typical EPS systems do not provide for integrating the operator intent or action into the inputs of the actuator.

Accordingly, systems and methods, such as those described herein, that provide the ability for integrating the operator intent prior to input into target handwheel angle control loop, may be desirable. In some embodiments, the systems and methods described herein may be configured to provide a natural steering feel perception to the operator without such operator assistance, while intuitive to operator intention.

In some embodiments, the systems and methods described herein may be configured to use set of scalars tables based on the internal computing of hands on wheel detection based on hands pressure on the handwheel. The systems and methods described herein may be configured to use a second set of scalars based on operator torque. The systems and methods described herein may be configured to apply the first set of scalars and the second set of scalars to a difference between input target handwheel angle from lane assistance function and actual handwheel angle, which is an input to position control loop, reducing its magnitude in proportion to the driver deviation intent.

In some embodiments, the systems and methods described herein may be configured to provide an integral gain anti-winding limit to saturate the output torque action at the moment path deviation by the operator is performed to reduce the trajectory performance (e.g., particular while controlling the vehicle on a curve).

In some embodiments, the systems and methods described herein may be configured to initiate a blended control procedure in response to the hand pressure on the handwheel, which may allow path deviation to avoid resisting the operator. The operator torque increase occurs as the operator indicates intent is to deviate from the trajectory of the EPS system. The systems and methods described herein may be configured to use the sets of scalars to degrade the control loop performance to follow path while the operator is actively controlling the vehicle.

In some embodiments, the systems and methods described herein may be configured to allow the operator to deviate intentionally, for example, from an obstacle on the trajectory path, while still being guided by an active lane positioning assistance. The systems and methods described herein may be configured to smoothly manage the lane assistance activation and deactivation on a roundabout, for example, by transitioning to a level of effort similar to without lane assistance.

In some embodiments, the systems and methods described herein may be configured to estimate a handwheel pressure applied by an operator to a handwheel. The systems and methods described herein may be configured to receive a handwheel angle indicating a torque value applied by the operator to the handwheel. The systems and methods described herein may be configured to receive a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path. The systems and methods described herein may be configured to generate a scaled operator intent value based on the estimated handwheel pressure and the handwheel angle. The systems and methods described herein may be configured to generate an output torque value based on the target handwheel angle and scaled operator intent value. The systems and methods described herein may be configured to selectively control vehicle trajectory based on the output torque value.

In some embodiments, the systems and methods described herein may be configured to generate the output torque value using a proportional integral derivative control loop. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as a difference between the target handwheel angle and the handwheel angle increases. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as the estimated handwheel pressure increases.

In some embodiments, the systems and methods described herein may be configured to limit the scaled operator intent value by limiting an integral term of the scaled operator intent value. In some embodiments, the systems and methods described herein may be configured to generate the scaled operator intent further based on vehicle trajectory information. In some embodiments, the vehicle trajectory information includes at least one of a measured angle, a torque value, and a yaw value.

FIG.1generally illustrates a vehicle10according to the principles of the present disclosure. The vehicle10may include any suitable vehicle, such as a car, a truck, a sport utility vehicle, a mini-van, a crossover, any other passenger vehicle, any suitable commercial vehicle, or any other suitable vehicle. While the vehicle10is illustrated as a passenger vehicle having wheels and for use on roads, the principles of the present disclosure may apply to other vehicles, such as planes, boats, trains, drones, or other suitable vehicles.

The vehicle10includes a vehicle body12and a hood14. A passenger compartment18is at least partially defined by the vehicle body12. Another portion of the vehicle body12defines an engine compartment20. The hood14may be moveably attached to a portion of the vehicle body12, such that the hood14provides access to the engine compartment20when the hood14is in a first or open position and the hood14covers the engine compartment20when the hood14is in a second or closed position. In some embodiments, the engine compartment20may be disposed on rearward portion of the vehicle10than is generally illustrated.

The passenger compartment18may be disposed rearward of the engine compartment20, but may be disposed forward of the engine compartment20in embodiments where the engine compartment20is disposed on the rearward portion of the vehicle10. The vehicle10may include any suitable propulsion system including an internal combustion engine, one or more electric motors (e.g., an electric vehicle), one or more fuel cells, a hybrid (e.g., a hybrid vehicle) propulsion system comprising a combination of an internal combustion engine, one or more electric motors, and/or any other suitable propulsion system.

In some embodiments, the vehicle10may include a petrol or gasoline fuel engine, such as a spark ignition engine. In some embodiments, the vehicle10may include a diesel fuel engine, such as a compression ignition engine. The engine compartment20houses and/or encloses at least some components of the propulsion system of the vehicle10. Additionally, or alternatively, propulsion controls, such as an accelerator actuator (e.g., an accelerator pedal), a brake actuator (e.g., a brake pedal), a steering wheel, and other such components are disposed in the passenger compartment18of the vehicle10. The propulsion controls may be actuated or controlled by an operator of the vehicle10and may be directly connected to corresponding components of the propulsion system, such as a throttle, a brake, a vehicle axle, a vehicle transmission, and the like, respectively. In some embodiments, the propulsion controls may communicate signals to a vehicle computer (e.g., drive by wire) which in turn may control the corresponding propulsion component of the propulsion system. As such, in some embodiments, the vehicle10may be an autonomous vehicle.

In some embodiments, the vehicle10includes a transmission in communication with a crankshaft via a flywheel or clutch or fluid coupling. In some embodiments, the transmission includes a manual transmission. In some embodiments, the transmission includes an automatic transmission. The vehicle10may include one or more pistons, in the case of an internal combustion engine or a hybrid vehicle, which cooperatively operate with the crankshaft to generate force, which is translated through the transmission to one or more axles, which turns wheels22. When the vehicle10includes one or more electric motors, a vehicle battery, and/or fuel cell provides energy to the electric motors to turn the wheels22.

The vehicle10may include automatic vehicle propulsion systems, such as a cruise control, an adaptive cruise control, automatic braking control, other automatic vehicle propulsion systems, or a combination thereof. The vehicle10may be an autonomous or semi-autonomous vehicle, or other suitable type of vehicle. The vehicle10may include additional or fewer features than those generally illustrated and/or disclosed herein.

In some embodiments, the vehicle10may include an Ethernet component24, a controller area network (CAN) bus26, a media oriented systems transport component (MOST)28, a FlexRay component30(e.g., brake-by-wire system, and the like), and a local interconnect network component (LIN)32. The vehicle10may use the CAN bus26, the MOST28, the FlexRay Component30, the LIN32, other suitable networks or communication systems, or a combination thereof to communicate various information from, for example, sensors within or external to the vehicle, to, for example, various processors or controllers within or external to the vehicle. The vehicle10may include additional or fewer features than those generally illustrated and/or disclosed herein.

The vehicle10may include an electronic power steering (EPS) system. The EPS system may include an EPS controller area network (CAN) bus. The EPS CAN bus may be in communication with a vehicle CAN bus of the vehicle10. The vehicle CAN bus may include features similar to those of the CAN bus26or other suitable features. The vehicle CAN bus may communicate with various sensors within the vehicle10and receive various measurements from the various sensors. For example, the one or more sensors of the vehicle10may measure vehicle speed of the vehicle10, vehicle yaw rate of the vehicle10, handwheel or steering wheel angle of the vehicle10, road wheel angle of the vehicle10, other suitable measurements, or a combination thereof. The vehicle CAN bus may receive, from a controller of the vehicle10, one or more signals indicating the various measurements. For example the vehicle CAN bus may receive a vehicle speed signal indicating a measured vehicle speed of the vehicle10. The vehicle CAN bus may communicate the one or more signals to the EPS CAN bus. The EPS CAN bus may communicate the one or more signals to the ESP controller.

The EPS system may be configured to assist and/or control steering of the vehicle10. The EPS system may include or be in communication with various sensors configured to measure various aspects of the steering system of the vehicle10. The EPS system may include one or more controller, such as an EPS microcontroller unit (MCU), herein after referred to as the controller102, as is generally illustrated inFIGS.2and3. The controller102may include a processor104and associated memory106. The processor104may include any suitable processor, such as those described herein. The memory106may comprise a single disk or a plurality of disks (e.g., hard drives), and includes a storage management module that manages one or more partitions within the memory106. In some embodiments, memory106may include flash memory, semiconductor (solid state) memory or the like. The memory106may include Random Access Memory (RAM), a Read-Only Memory (ROM), or a combination thereof. The memory106may include instructions that, when executed by the processor104, cause the processor104to, at least, provide blended vehicle control to the vehicle10. The controller102may include any suitable number of processors and/or memory in addition to those described herein. It should be understood that the EPS system may include any suitable number of controllers, processors, and memory.

The controller102may determine various values corresponding to the one or more signals. For example, the controller102may receive a vehicle speed signal (e.g., a first vehicle speed signal) and may determine a vehicle speed value (e.g., a first vehicle speed) based on the vehicle speed signal. The controller102may determine one or more assist torque values based on the various values determined from the one or more signals. The one or more assist torque values may correspond to an amount of torque to be provided to an EPS motor. The controller102may selectively control the EPS motor using the one or more assist torque values. The EPS motor may be in communication with the steering system, such as a steer-by-wire system or other suitable steering system of the vehicle10. The EPS motor, when controlled according to the one or more assist torque values, provides a steering assist to steering components of the steering system of the vehicle10. The steering assist may reduce an amount of torque or force required by the operator of the vehicle10to execute a corresponding steering maneuver.

In some embodiments, the controller102may be configured to blend the intent of the operator to control the vehicle10with the assistance provided by the EPS system. For example, the controller102may receive an estimate a handwheel pressure applied by an operator to the handwheel of the vehicle10. The controller102may apply a first set of scalars to the estimated handwheel pressure to generate a scaled estimated handwheel pressure.

The controller102may be receive a handwheel torque input (e.g., which may be referred to as a handwheel angle or handwheel torque) indicating a torque value applied by the operator to the handwheel. The controller102may apply a second set of scalars to the handwheel torque to generate a scaled handwheel torque. The controller102receive a target handwheel angle indicating a target handwheel angle of the EPS system. The target handwheel angle may correspond to an amount of torque the EPS system may use to control trajectory of the vehicle10.

The controller102may generate a scaled operator intent value based on the scaled estimated handwheel pressure, scaled the handwheel torque, vehicle trajectory information, of a combination thereof. The vehicle trajectory information includes a measured angle, a torque value, a yaw value, other suitable vehicle trajectory information, or a combination thereof.

The controller102may generate an output torque value based on the target handwheel angle and scaled operator intent value. In some embodiments, the controller102may generate the output torque value using a proportional integral derivative control loop. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as a difference between the target handwheel angle and the scaled handwheel torque increases. Similarly, the difference between the output torque value and a torque value corresponding to the target handwheel angle increases as the scaled estimated handwheel pressure increases.

In some embodiments, the controller102may limit the scaled operator intent value by limiting an integral term of the scaled operator intent value. The controller102may selectively control vehicle trajectory of the vehicle10based on the output torque value.

With references toFIG.3, a proportional-integral-derivative control loop mechanism202may used by an actuator of the EPS system to follow an intended target path of the ESP system (e.g., to control the vehicle10along the intended path). As described, the operator of the vehicle10may attempt to take control may gripping the handwheel of the vehicle10. The operator is given the possibility to adjust the position of the vehicle10within the road, by providing a controlled angle variation, under a torque limit and creating a yaw rate variation. Accordingly, the controller102may limit the intrusiveness of such assistance function to the operator effort on the handwheel in a controlled manner (e.g., to limit the perception to the operator that there is assistance being provided by the EPS system). Additionally, or alternatively, the controller102may be configured to allow the operator to execute adjustments or intended deviations of the original target path, to set a new position within a lane of travel of the vehicle10.

In some embodiments, the controller102may be configured to integrate the operator intent or action into the inputs of the actuator, while maintaining a regular steering feel perception by the operator. The controller102may integrate the operator intent into the inputs of the actuator without such operator assistance and while being intuitive to operator intention. The controller102may integrate the operator intent to intentionally degrade the target path of the operator assistance function by the EPS system, in order to reduce intrusiveness to operator effort perception at the handwheel of the vehicle10(e.g., and to allow the operator to intentionally adjust or deviate from original target path). The controller102may be configured to integrate the operator intent with the inputs to the actuator while maintaining a calibratable condition for a vehicle automated assistance operator system (ADAS) controller to understand the new desired vehicle position set by operator.

As is illustrated inFIG.3, the interpretation of the operator intention is separated into two sections, both linked to an existing sensor measuring operator input torque. The two sections include a level of hand pressure the operator applies to the handwheel and a level of effort at the handwheel (e.g., operator input torque). When either expressing intention to adjust or deviate from the operator assistance target path, while being guided by an operator assistance function, which is actively steering the vehicle, the operator may relax the pressure on handwheel to allow its movement or adjust operator torque on the handwheel. Additionally, or alternatively, the operator gripping the handwheel relatively tightly, may indicate the desire to feel a softened actuator force for more comfort and intuitive driving feedback.

In some embodiments, the actuator force, may be degraded to reduce intrusiveness to operator effort perception. When gripping the handwheel, or initiating an intended movement, the level of hand pressure the operator applies may be detected by using any suitable technique. An active operator action on the handwheel may generate an effort variation at an operator torque sensing device. Furthermore, if the operator input torque into steering increases, this controller102may modulate the intended control path to balance the actuator force towards an operator intended new path. The controller102may analyze the level of hand pressure applied to the handwheel and the variation of operator torque. Such information is converted into a weight factor multiplier to the path actuator.

In some embodiments, the information may be configured into the weight factor multiplier by considering the main input to define the intended trajectory to the control loop. For example, in response to a target angle, torque, or vehicle variable such as yaw rate, the controller102may proportionally scale down the input signal by reducing the difference between an actual path definition variable value and a targeted value, multiplying the difference by a calibratable factor proportional to operator hand pressure on handwheel and by a factor proportional to operator torque.

As the vehicle path is deviated, the integrator of the control loop202may increase and counteract the operator intended adjustment or deviating. The controller102may multiply the saturation of the integrator term of the control loop202by a reduction factor proportional to operator hand pressure on the handwheel and operator torque. In order to control the variation caused by such multiplying factors, the controller102may apply a rate limiter proportional to vehicle average speed.

In some embodiments, the controller102provides high flexibility of calibrating the proportional-integral-derivative control loop202, as the control loop202may be focused to follow the target path, and not integrate the operator intention into the control loop202calibration process (e.g., resulting in greater trajectory precision, reduced response delay, and lower static angular error). The controller102may automatically adjust the inputs and action of the control loop202in a natural and intuitive manner as perceived by the operator (e.g., such that the operator perception is close to a normal operating condition, without an operator assistance function, but with a controlled and calibratable added effort to help guiding the operator). This natural and intuitive feeling is related to the methodology of linking the action to a natural human behavior of holding the handwheel tighter, when the operator takes more control of the steering and as well as building up steering torque. The controller102may determine the operator intention, from operator actions which may either be to simply hold the handwheel tighter (such as analyzing grip force) and/or to adjust or even deviate from the original path. The controller102may perform the two steps of analyzing torque sensor data, first by its frequency range or variation to estimate the hand pressure applied to handwheel and second by the actual torque applied as steering input. The controller102may then apply such information to scale down the main input variable to control loop202to follow the intended trajectory, and in parallel to the integral term.

In some embodiments, the controller102may perform the methods described herein. However, the methods described herein as performed by the controller102are not meant to be limiting, and any type of software executed on a controller can perform the methods described herein without departing from the scope of this disclosure. For example, a controller, such as a processor executing software within a computing device, can perform the methods described herein.

FIG.4is a flow diagram generally illustrating a stray magnetic field cancellation method300according to the principles of the present disclosure. At302, the method300estimates a handwheel pressure applied by an operator to a handwheel. For example, the controller102estimates the handwheel pressure applied by the operator of the handwheel of vehicle10.

At304, the method300receives a handwheel torque input indicating a torque value applied by the operator to the handwheel. For example, the controller102receives the handwheel angle indicating the torque value applied by the operator on the handwheel of the vehicle10.

At306, the method300receives a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path. For example, the controller102receives the target handwheel angle indicating the target handwheel angle of the EPS system of the vehicle10.

At308, the method300generates a scaled operator intent value based on the estimated handwheel pressure and the handwheel torque. For example, the controller102generates the scaled operator intent value using the scaled estimated handwheel pressure and the scaled handwheel torque. The controller102may limit the integral term of the scaled output intent value, as described.

At310, the method300generates an output torque value based on the target handwheel angle and scaled operator intent value. For example, the controller102generates the output torque value based on the target handwheel angle and the scaled operator intent value.

At312, the method300selectively controls vehicle trajectory based on the output torque value. For example, the controller102uses the output torque value to selectively control the trajectory of the vehicle10.

In some embodiments, a blending steering control method includes estimating a handwheel pressure applied by an operator to a handwheel and receiving a handwheel torque input indicating a torque value applied by the operator to the handwheel. The method also includes receiving a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path. The method also includes generating a scaled operator intent value based on the estimated handwheel pressure and the handwheel torque and generating an output torque value based on the target handwheel angle and scaled operator intent value. The method also includes selectively controlling vehicle trajectory based on the output torque value.

In some embodiments, generating the output torque value based on the target handwheel angle and scaled operator intent value, includes generating the output torque value using a proportional integral derivative control loop. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as a difference between the target handwheel angle and the handwheel torque increases. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as the estimated handwheel pressure increases. In some embodiments, the method also includes limiting the scaled operator intent value. In some embodiments, limiting the scaled operator intent value includes limiting an integral term of the scaled operator intent value. In some embodiments, generating the scaled operator intent is further based on vehicle trajectory information. In some embodiments, the vehicle trajectory information includes at least one of a measured angle, a torque value, and a yaw value.

In some embodiments, a blending steering control system includes a processor and a memory. The memory includes instructions that, when executed by the processor, cause the processor to: estimate a handwheel pressure applied by an operator to a handwheel; receive a handwheel torque input indicating a torque value applied by the operator to the handwheel; receive a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path; generate a scaled operator intent value based on the estimated handwheel pressure and the handwheel torque; generate an output torque value based on the target handwheel angle and scaled operator intent value; and selectively control vehicle trajectory based on the output torque value.

In some embodiments, the instructions further cause the processor to generate the output torque value using a proportional integral derivative control loop. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as a difference between the target handwheel angle and the handwheel torque increases. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as the estimated handwheel pressure increases. In some embodiments, the instructions further cause the processor to limit the scaled operator intent value. In some embodiments, the instructions further cause the processor to limit the scaled operator intent value by limiting an integral term of the scaled operator intent value. In some embodiments, the instructions further cause the processor to generate the scaled operator intent further based on vehicle trajectory information. In some embodiments, the vehicle trajectory information includes at least one of a measured angle, a torque value, and a yaw value.

In some embodiments, an apparatus includes a processor and a memory. The memory includes instructions that, when executed by the processor, cause the processor to: estimate a handwheel pressure applied by an operator to a handwheel; receive a handwheel torque input indicating a torque value applied by the operator to the handwheel; generate a scaled handwheel torque based on a first scaling factor and the handwheel torque; generate a scaled estimated handwheel pressure based on a second scaling factor and the estimated handwheel pressure; receive a target handwheel angle indicating a target handwheel angle of an electronic power steering system configured to control a corresponding vehicle along a defined path; generate a scaled operator intent value based on the scaled estimated handwheel pressure and the scaled handwheel torque; generate an output torque value based on the target handwheel angle and scaled operator intent value; and selectively control vehicle trajectory based on the output torque value.

In some embodiments, the instructions further cause the processor to generate the output torque value using a proportional integral derivative control loop. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as a difference between the target handwheel angle and the scaled handwheel torque increases. In some embodiments, a difference between the output torque value and a torque value corresponding to the target handwheel angle increases as the scaled estimated handwheel pressure increases.

As used herein, the term module can include a packaged functional hardware unit designed for use with other components, a set of instructions executable by a controller (e.g., a processor executing software or firmware), processing circuitry configured to perform a particular function, and a self-contained hardware or software component that interfaces with a larger system. For example, a module can include an application specific integrated circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit, digital logic circuit, an analog circuit, a combination of discrete circuits, gates, and other types of hardware or combination thereof. In other embodiments, a module can include memory that stores instructions executable by a controller to implement a feature of the module.

Further, in one aspect, for example, systems described herein can be implemented using a general-purpose computer or general-purpose processor with a computer program that, when executed, carries out any of the respective methods, algorithms, and/or instructions described herein. In addition, or alternatively, for example, a special purpose computer/processor can be utilized which can contain other hardware for carrying out any of the methods, algorithms, or instructions described herein.

The above-described embodiments, implementations, and aspects have been described in order to allow easy understanding of the present disclosure and do not limit the present disclosure. On the contrary, the disclosure is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims, which scope is to be accorded the broadest interpretation to encompass all such modifications and equivalent structure as is permitted under the law.