Apparatus and method for situation dependent had or ADAS wheel angle control

An apparatus and method are described for situation dependent wheel angle (δw) control by a HAD or ADA system of a road vehicle, the HAD or ADA system configured to receive internal state data as well as ambient information or map data, and generates a penalty measure based thereupon. A lateral controller receives a desired path and outputs a wheel angle request (δw,r). A PSCM includes a wheel angle controller configured to receive the wheel angle request (δw,r), wheel angle (δw) and wheel angle rate ({dot over (δ)}w) data, and output an overlay torque request to a motor controller of a steering system. The lateral controller calculates gain parameters (Iδ, I{dot over (δ)}) based on the penalty measure and outputs these to the wheel angle controller. The wheel angle controller receives and uses the gain parameters (Iδ, I{dot over (δ)}) in control loops thereof to adjust the bandwidth of the wheel angle controller.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims foreign priority benefits under 35 U.S.C. § 119(a)-(d) to European patent application number EP 17161795.4, filed Mar. 20, 2017, which is incorporated by reference in its entirety.

TECHNICAL FIELD

The present application relates to an apparatus for situation dependent wheel angle control by a highly autonomous driving system or an advanced driver assistance system of a road vehicle and a method therefore.

BACKGROUND

It is known to use power steering in road vehicles, e.g., electrical power assisted steering, commonly abbreviated as EPAS, in a road vehicle such as a car, lorry, bus or truck, wherein an electric motor assists a driver of the road vehicle by adding an assistive torque to e.g., a steering column or steering rack of the road vehicle.

It is further known to use advanced driver assistance systems, commonly abbreviated as ADAS, such as Lane Keeping Aid systems, commonly abbreviated as LKA systems, in order to help a road vehicle driver maintain the road vehicle in a desired lane. For LKA or lane centering systems where an EPAS is used, a steering wheel torque overlay, i.e., additional steering wheel torque on top of what would have been obtained by the base assist of the EPAS, is used for lateral position control.

However, the need for more advanced autonomous steering functions and also highly autonomous driving (HAD) has put new requirements on current steering safety concepts. One example of such a more advanced autonomous steering function is commonly called Pilot Assist, commonly abbreviated as PA, which helps a driver to drive the vehicle within the road lane whilst at the same time maintaining a preselected time interval to a preceding vehicle.

Highly autonomous driving and advanced driver assistance systems, such as the above described Pilot Assist, adds a requirement of high bandwidth in the wheel angle controller in order for a HAD or PA path wheel/pinion angle request to be tracked fast and accurately.

However, high bandwidth in the wheel angle controller may result in nervous and active steering wheel motions in situations where this behavior is undesirable, for example when driving on a wide lane or on a straight road. In addition to potentially causing discomfort to vehicle occupants this may also be perceived as control of the vehicle being erratic and nervous.

Thus, there is a need for improved solutions which are able to comfortably, calmly and steadily, handle the above requirement for tracking of a HAD or PA path whilst facilitating fulfillment of high Automotive Safety Integrity requirements.

SUMMARY

Embodiments herein aim to provide an improved apparatus for situation dependent wheel angle control by a highly autonomous drive system or an advanced driver assistance system of a road vehicle the highly autonomous drive system or advanced driver assistance system being arranged to receive internal state data from one or more road vehicle internal state measurement units and at least one of ambient information on the road vehicle surroundings from one or more road vehicle surrounding monitoring cameras and map data relating to the road vehicle surroundings from a road vehicle localization system.

This is provided through an apparatus comprising: a lateral controller arranged to receive from the highly autonomous drive system or advanced driver assistance system information on a desired path, and to output a wheel angle request; a power steering control module comprising a wheel angle controller arranged to receive as inputs the wheel angle request from the lateral controller as well as wheel angle and wheel angle rate data, and to output an overlay torque request suitable for a motor controller of a steering system of the road vehicle, wherein: the highly autonomous drive system or advanced driver assistance system is arranged to generate a penalty measure indicative of how penalties should be handled in the lateral controller based on the internal state data and at least one of the ambient information and the map data, and that the lateral controller further is arranged to calculate gain parameters, based on the penalty measure and to output to the wheel angle controller the calculated gain parameters; and that the wheel angle controller further is arranged to receive and use the gain parameters in control loops of the wheel angle controller, such that the bandwidth of the wheel angle controller is increased if one or more of the ambient information, the map data and the internal state data indicate a need for increased control speed and accuracy for safely tracking the desired path, and reduced if one or more of the ambient information, the map data and the internal state data indicate that decreased control speed and accuracy can be allowed whilst still safely tracking the desired path.

The provision of using gain parameters in control loops of the wheel angle controller, as above, provides for using high bandwidth in a wheel angle controller in order for a desired path to be tracked with increased control speed and accuracy when a traffic situation so requires, such as when free-space for safe maneuvers is limited, and reduced bandwidth in traffic situations allowing less precise control, such as when driving on a wide lane or on a straight road with ample space for safe maneuvering.

According to a second embodiment it is provided that the lateral controller further is arranged to calculate the gain parameters to provide for increased control speed and accuracy in tracking of the desired path if at least one of the ambient information, the map data and the internal state data indicate a reduced margin for safe road vehicle travel along the desired path.

The provision of increased control speed and accuracy in tracking of the desired path if at least one of the ambient information, the map data and the internal state data indicate a reduced margin for safe road vehicle travel provides for a desired path to be tracked with high control speed and accuracy when a traffic situation so requires, such as when free-space for safe maneuvers is limited.

According to a third embodiment it is provided that the lateral controller further is arranged to calculate the gain parameters to provide for decreased control speed and accuracy in tracking of the desired path if at least one of the ambient information, the map data and the internal state data indicate an increased margin for safe road vehicle travel along the desired path.

The provision of decreased control speed and accuracy in tracking of the desired path if at least one of the ambient information, the map data and the internal state data indicate an increased margin for safe road vehicle travel provides for comfortable, calm and steady control when driving with ample space for safe maneuvering such as on a wide lane or on a straight road.

According to a fourth embodiment it is provided that the wheel angle controller is arranged to execute a wheel angle control loop and a wheel angle rate control loop and that the lateral controller is arranged to calculate a gain parameter for the wheel angle control loop and a gain parameter for the wheel angle rate control loop of the wheel angle controller.

The provision of using a gain parameter for the wheel angle control loop and a gain parameter for the wheel angle rate control loop, as above, enables recreation of a wheel angle rate request inside the power steering control module and improved tracking of the desired path.

According to a fifth embodiment it is provided that the wheel angle controller is arranged to execute an outer wheel angle control loop and an inner wheel angle rate control loop and that the lateral controller is arranged to calculate a gain parameter for the outer wheel angle control loop and a gain parameter for the inner wheel angle rate control loop of the wheel angle controller.

The provision of using a gain parameter for the outer wheel angle control loop and a gain parameter for the inner wheel angle rate control loop, as above, enables recreation of a wheel angle rate request inside the power steering control module and further improved tracking of the desired path.

According to a sixth embodiment it is provided that the lateral controller has a linear quadratic problem formulation with a quadratic penalty on wheel angle rate and wheel angle acceleration and the linear quadratic problem formulation is used to calculate the gain parameters.

The provision of using the linear quadratic problem formulation, as above, to calculate the gain parameters provides an efficient way to provide gain parameters enabling recreation in the power steering control module of a wheel angle rate request in an active safety domain master of the advanced driver assistance system.

According to a seventh embodiment it is provided that the power steering control module is arranged to recreate a wheel angle rate request for the wheel angle rate control loop of the wheel angle controller from the gain parameter for the wheel angle control loop and the gain parameter for the wheel angle rate control loop, the wheel angle request, the wheel angle and the wheel angle rate data.

The provision of recreating a wheel angle rate request, as above, provides a simple and reliable way of ensuring improved control by the wheel angle controller.

According to an eighth embodiment it is provided that the power steering control module is arranged to recreate the wheel angle rate request for the wheel angle rate control loop of the wheel angle controller as the gain parameter for the wheel angle control loop multiplied with the difference between the wheel angle request and the wheel angle reduced with the product of the gain parameter for the wheel angle rate control loop and the wheel angle rate data.

The provision of recreating a wheel angle rate request, as above, provides a simple and reliable way of ensuring further improved control by the wheel angle controller.

According to a ninth embodiment is provided a steer torque manager that comprises a wheel angle controller arranged to receive and use gain parameters, as above, in control loops of the wheel angle controller.

The provision of a steer torque manager, as above, provides for using high bandwidth in a wheel angle controller in order for a desired path to be tracked with increased control speed and accuracy when a traffic situation so requires, such as when free-space for safe maneuvers is limited, and reduced bandwidth in traffic situations allowing less precise control, such as when driving on a wide lane or on a straight road with ample space for safe maneuvering.

According to a tenth embodiment is provided a road vehicle that comprises an apparatus as above.

The provision of a road vehicle that comprises an apparatus as above provides for using high bandwidth in a wheel angle controller in order for a desired path to be tracked with increased control speed and accuracy when a traffic situation so requires, such as when free-space for safe maneuvers is limited, and reduced bandwidth in traffic situations allowing less precise control, such as when driving on a wide lane or on a straight road with ample space for safe maneuvering.

According to an eleventh embodiment is provided a method for situation dependent wheel angle control by a highly autonomous drive system or an advanced driver assistance system of a road vehicle, the highly autonomous drive system or advanced driver assistance system being arranged to receive internal state data from one or more road vehicle internal state measurement units and at least one of ambient information on the road vehicle surroundings from one or more road vehicle surrounding monitoring cameras and map data relating to the road vehicle surroundings from a road vehicle localization system, the road vehicle comprising: a lateral controller arranged to receive from the highly autonomous drive system or advanced driver assistance system information on a desired path, and to output a wheel angle request; a power steering control module comprising a wheel angle controller arranged to receive as inputs the wheel angle request from the lateral controller as well as wheel angle and wheel angle rate data, and to output an overlay torque request suitable for a motor controller of a steering system of the road vehicle, which method comprises: generating, by the highly autonomous drive system or advanced driver assistance system a penalty measure indicative of how penalties should be handled in the lateral controller based on the internal state data and at least one of the ambient information and the map data, and calculating in the lateral controller gain parameters, based on the penalty measure, and outputting to the wheel angle controller the calculated gain parameters; receiving to the wheel angle controller the gain parameters and using them in control loops of the wheel angle controller, to increase the bandwidth of the wheel angle controller if one or more of the ambient information, the map data and the internal state data indicate a need for increased control speed and accuracy for safely tracking the desired path, and to reduce the bandwidth of the wheel angle controller if one or more of the ambient information, the map data and the internal state data indicate that decreased control speed and accuracy can be allowed whilst still safely tracking the desired path.

A method as above provides for using high bandwidth in a wheel angle controller in order for a desired path to be tracked with increased control speed and accuracy when a traffic situation so requires, such as when free-space for safe maneuvers is limited, and reduced bandwidth in traffic situations allowing less precise control, such as when driving on a wide lane or on a straight road with ample space for safe maneuvering.

DETAILED DESCRIPTION

This disclosure is based on the realization that it should be possible to provide an improved apparatus for tracking a path requested by a highly autonomous drive system (HAD) or an advanced driver assistance system (ADAS) of a road vehicle such that the accuracy and responsiveness can be improved if a traffic situation so requires, e.g., if there is less space for performing safe maneuvering when tracking the desired path. This, whilst at the same time being able to provide for smooth and comfortable control for tracking the desired path in situations where there is more space for performing safe maneuvering. As described in the following it is thus suggested to alter closed loop wheel angle dynamics as a road vehicle enters new traffic situations and environments. Such a path is usually requested through the highly autonomous drive system or an advanced driver assistance system continuously issuing wheel/pinion angle requests.

This is, as illustrated inFIG. 1, provided through an apparatus1for situation dependent wheel angle δwcontrol by a highly autonomous drive system2or an advanced driver assistance system2of a road vehicle3, as described in the following. The apparatus1is suitable for use with a highly autonomous drive system2or an advanced driver assistance system2of a road vehicle3having an electrical power assisted steering (EPAS)40. The highly autonomous drive system2or advanced driver assistance system2of the road vehicle3having situation awareness through being arranged to receive internal state data10from one or more road vehicle3internal state measurement units11and at least one of ambient information6on the road vehicle3surroundings from one or more road vehicle3surrounding monitoring cameras7and map data8relating to the road vehicle3surroundings from a road vehicle3localization system9, such as e.g., a GPS based navigational system.

FIG. 1illustrates the apparatus1schematically. A lateral controller4, arranged in a domain20outside of a power steering control module (PSCM)12, is arranged to receive, from the highly autonomous drive system2or advanced driver assistance system2, information on a desired path5. The lateral controller4is further arranged to output a wheel angle request δw,r(index r for request).

The power steering control module12comprises a wheel angle controller13. The wheel angle controller13is arranged to receive as inputs the wheel angle request δw,rfrom the lateral controller4as well as wheel angle δwand wheel angle rate {dot over (δ)}wdata from one or more sensors (not shown) of the road vehicle3steering system.

The wheel angle controller13is further arranged to output an overlay torque request14suitable for a motor controller15of a steering system16of the road vehicle3.

The overlay torque request14can be identified as a QM hazard which does not dictate any safety requirements, why it is subject to an overlay torque safety limiter18which provides a safety limited overlay torque request19that fulfil Automotive Safety Integrity Level D, which is the highest classification of initial hazard (injury risk) defined within ISO 26262 and to that standard's most stringent level of safety measures to apply for avoiding an unreasonable residual risk.

The highly autonomous drive system2or advanced driver assistance system2is arranged to generate a penalty measure32indicative of how penalties should be handled in the lateral controller4based on the internal state data10and at least one of the ambient information6and the map data8.

The lateral controller4is further arranged to calculate gain parameters Iδw, I{dot over (δ)}w, based on the penalty measure32, and to output to the wheel angle controller13the calculated gain parameters Iδw, I{dot over (δ)}w.

Thus, the calculated gain parameters Iδw, I{dot over (δ)}ware continuously sent to the wheel angle controller13of the power steering control module12, which makes it possible to alter closed loop wheel angle dynamics as the road vehicle3enters new traffic situations and environments, as will be elaborated in the following.

The wheel angle controller13is further arranged to receive and use the gain parameters Iδw, I{dot over (δ)}win control loops of the wheel angle controller13. The gain parameters Iδw, I{dot over (δ)}ware used in the control loops such that the bandwidth of the wheel angle controller13is increased if one or more of the ambient information6, the map data8and the internal state data10indicate a need for increased control speed and accuracy for safely tracking the desired path5, and reduced if one or more of the ambient information6, the map data8and the internal state data10indicate that decreased control speed and accuracy can be allowed whilst still safely tracking the desired path5.

The above provides for using high bandwidth in the wheel angle controller13in order for the desired path5to be tracked with increased accuracy and responsiveness when a traffic situation so requires, such as when free-space for safe maneuvers around the road vehicle3is limited, e.g., if the road vehicle3is passing a large truck, driving in a narrow lane or if a forward vehicle is cutting in ahead of the road vehicle3. It further provides for using reduced bandwidth in traffic situations allowing to provide for slightly less precise and responsive and therefore more smooth and comfortable control for tracking the desired path5in situations where there is more space for performing safe maneuvering, such as when driving on a wide lane or on a straight road with ample space for safe maneuvering.

The ambient information6and map data8provides for situation awareness, which is normally not available in the power steering control module12. Moreover, it is not possible to move wheel angle control loops of the wheel angle controller13outside the power steering control module12due to the communication delays that would result therefrom. The above solution is thus more or less insensitive to time delays between the lateral controller4and the power steering control module12since the lateral controller4will not require any information on the current state of the power steering control module12.

In consequence, in some embodiments the lateral controller4is further arranged to calculate the gain parameters Iδw, I{dot over (δ)}wto provide for increased control speed and accuracy in tracking of the desired path5if at least one of the ambient information6, the map data8and the internal state data10indicate a reduced margin for safe road vehicle3travel along the desired path5.

And conversely, in some embodiments the lateral controller4is further arranged to calculate the gain parameters Iδw, I{dot over (δ)}wto provide for decreased control speed and accuracy in tracking of the desired path5if at least one of the ambient information6, the map data8and the internal state data10indicate an increased margin for safe road vehicle3travel along the desired path5.

The term margin for safe road vehicle3travel along the desired path5is here meant to encompass physical margins for unobstructed road vehicle3travel, such as distances to surrounding infrastructure and vehicles, allowable velocities and acceleration with respect to surrounding traffic, etc.

These embodiments provide for a desired path5to be tracked with increased accuracy and responsiveness when a traffic situation so requires, such as when free-space for safe maneuvers is limited as well as for comfortable, calm and steady control when driving with ample space for safe maneuvering, such as on a wide lane or on a straight road.

In further embodiments the wheel angle controller13is arranged to execute a wheel angle control loop and a wheel angle rate control loop and the lateral controller4is arranged to calculate a gain parameter Iδwfor the wheel angle control loop and a gain parameter I{dot over (δ)}wfor the wheel angle rate control loop of the wheel angle controller13.

This enables recreation of a wheel angle rate request {dot over (δ)}w,rinside the power steering control module12, as will be described in more detail in the following, and further provides for improved tracking of the desired path5.

In order to provide for further improved tracking of the desired path5, in a further embodiment the wheel angle controller13is arranged to execute an outer wheel angle control loop and an inner wheel angle rate control loop and that the lateral controller4is arranged to calculate a gain parameter Iδw,ofor the outer wheel angle control loop (index o for outer) and a gain parameter I{dot over (δ)}w,ifor the inner wheel angle rate control loop (index i for inner) of the wheel angle controller13.

For embodiments herein, it is envisaged that the lateral controller4has a linear quadratic problem formulation with a quadratic penalty on wheel angle rate {dot over (δ)}wand wheel angle acceleration {umlaut over (δ)}wand the linear quadratic problem formulation is used to calculate the gain parameters Iδw, Iδw,o, I{dot over (δ)}w, I{dot over (δ)}w,i. This as it in the linear quadratic problem formulation is natural to consider the wheel angle rate {dot over (δ)}was the control signal, which means that the linear quadratic problem will decide the gains used in the wheel angle δwcontrol loop. Thus, this provides an efficient way to provide gain parameters Iδw, Iδw,o, I{dot over (δ)}w, I{dot over (δ)}w,ienabling recreation in the power steering control module12of a wheel angle rate request {dot over (δ)}w,rin an active safety domain master of the highly autonomous drive system2or advanced driver assistance system2.

As mentioned above, in some further embodiments the power steering control module12is arranged to recreate a wheel angle rate request {dot over (δ)}w,rfor the wheel angle rate control loop of the wheel angle controller13from the gain parameter Iδw, Iδw,ofor the wheel angle control loop and the gain parameter I{dot over (δ)}w, I{dot over (δ)}w,ifor the wheel angle rate control loop, the wheel angle request δw,r, the wheel angle δwand the wheel angle rate data {dot over (δ)}w. This provides a simple and reliable way of ensuring improved control by the wheel angle controller13.

More particularly, in some embodiments this is achieved through the power steering control module12being arranged to recreate the wheel angle rate request {dot over (δ)}w,rfor the wheel angle rate control loop of the wheel angle controller13as the gain parameter for the wheel angle control loop Iδw, Iδw,omultiplied with the difference between the wheel angle request δw,rand the wheel angle δwreduced with the product of the gain parameter for the wheel angle rate control loop I{dot over (δ)}w, I{dot over (δ)}w,iand the wheel angle rate data {dot over (δ)}w.
I.e., as {dot over (δ)}w,r=Iδw(δw,r−δw)−I{dot over (δ)}w{dot over (δ)}w

It is further envisaged herein a steer torque manager17, that comprises a wheel angle controller13arranged to receive and use the gain parameters Iδw, I{dot over (δ)}win control loops of the wheel angle controller13, as described above. A steer torque manager, commonly abbreviated as STM, is a component that is commonly located in an EPAS supplier node, herein referred to as Power Steering Control Module, commonly abbreviated as PSCM.

FIG. 3is a schematic illustration of a road vehicle steering system comprising the apparatus ofFIG. 1arranged with an electrical power assisted steering system40thereof.

As illustrated schematically inFIG. 3, the apparatus ofFIG. 1may be arranged with an electrical power assisted steering system40of a road vehicle3. In such an arrangement the steer torque manager17, may further be arranged such that a steering wheel21torque applied by a driver of the road vehicle3, is sensed by a steering wheel torque sensor22and used by an electrical power assisted steering (EPAS) assistance functionality40to provide an assistance torque request23, for assisting a driver when during manual or semi-automated steering control of the road vehicle3. Such an assistance torque request23is normally also identified as a QM hazard which does not dictate any safety requirements according to the Automotive Safety Integrity Level (ASIL) risk classification scheme defined by the ISO 26262—Functional Safety for Road Vehicles standard, and is therefore normally also subject to an assistance torque safety limiter24which in turn provide a safety limited assistance torque request25which is then suitably brought to a summation point26to be added to the safety limited overlay torque request19, and which summation point in turn provides a total torque request27to the motor controller15of the steering system of the road vehicle3.

Still further envisaged herein is a road vehicle3, as illustrated inFIG. 2, which has an apparatus1for situation dependent wheel angle δwcontrol by a highly autonomous drive system2or an advanced driver assistance system2, as described above with reference toFIG. 1.

A road vehicle2that has a highly autonomous drive system2or an advanced driver assistance system2that comprises an apparatus1, as described above, provides for improved safety and driver comfort when using a highly autonomous drive system2or an advanced driver assistance system2, such as a pilot assist system.

As illustrated schematically inFIG. 4, the apparatus1ofFIG. 1, e.g., arranged with an electrical power assisted steering system40as illustrated inFIG. 3, may be arranged in a steering system16of the road vehicle3that comprises a steering wheel21, connected to a steering rack28via a torsion bar29, to which a steering wheel torque sensor22is arranged, and a pinion gear30. The power steering control module27comprises the apparatus1, which is arranged to control the overlay torque motor15of the steering system16of the road vehicle3to provide an overlay torque to steerable wheels31of the vehicle3steering system16.

In accordance with the present application is also envisaged a method for situation dependent wheel angle δwcontrol by a highly autonomous drive system2or an advanced driver assistance system2of a road vehicle3, the highly autonomous drive system2or advanced driver assistance system2being arranged to receive internal state data10from one or more road vehicle3internal state measurement units11and at least one of ambient information6on the road vehicle3surroundings from one or more road vehicle3surrounding monitoring cameras7and map data8relating to the road vehicle3surroundings from a road vehicle3localization system9.

The method is adapted for a road vehicle3comprising a lateral controller4arranged to receive from the highly autonomous drive system2or advanced driver assistance system2information on a desired path5, and to output a wheel angle request δw,r.

The method is further adapted for a road vehicle3having power steering control module12that comprises a wheel angle controller13, where the wheel angle controller13is arranged to receive as inputs the wheel angle request δw,rfrom the lateral controller4as well as wheel angle δwand wheel angle rate {dot over (δ)}wdata, and where the wheel angle controller13further is arranged to output an overlay torque request14suitable for a motor controller15of a steering system16of the road vehicle3.

As schematically illustrated inFIG. 5the method starts out at33, next at34is generated by the highly autonomous drive system2or advanced driver assistance system2a penalty measure32indicative of how penalties should be handled in the lateral controller4based on the internal state data10and at least one of the ambient information6and the map data8. At35is calculated in the lateral controller4gain parameters Iδw, I{dot over (δ)}w, based on the penalty measure (32). The calculated gain parameters Iδw, I{dot over (δ)}ware output to the wheel angle controller13at36. The wheel angle controller13receives the calculated gain parameters Iδw, I{dot over (δ)}wat37, and uses them at38in control loops of the wheel angle controller13, to increase the bandwidth of the wheel angle controller13if one or more of the ambient information6, the map data8and the internal state data10indicate a need for increased control speed and accuracy for safely tracking the desired path5, and to reduce the bandwidth of the wheel angle controller13if one or more of the ambient information6, the map data8and the internal state data10indicate that decreased control speed and accuracy can be allowed whilst still safely tracking the desired path5, whereupon the method at39loops back to start.

A method as above provides for using high bandwidth in a wheel angle controller13in order for a desired path5to be tracked with increased control speed and accuracy when a traffic situation so requires, such as when free-space for safe maneuvers is limited, and reduced bandwidth in traffic situations allowing smooth and comfortable control for tracking the desired path5in traffic situations where there is more space for performing safe maneuvering.

The above-described embodiments may be varied within the scope of the following claims.

It should be noted that the apparatus1, the highly autonomous drive system2, the advanced driver assistance system2, the electrical power assisted steering system assistance functionality40, the internal state measurement units11, the monitoring cameras7, the vehicle localization system9, the lateral controller4, the domain20, the power steering control module12, the wheel angle controller13, the motor controller15, the steering system16, the steer torque manager17, the overlay torque safety limiter18, the steering wheel torque sensor22, assistance torque safety limiter24, the motor controller15, the power steering control module27, as well as any other device, unit, feature, manager, system, functionality, action, limiter, sensor, motor, controller, filter, module, arrangement, or the like described herein may comprise and/or be implemented in or by one or more appropriately programmed processors (e.g., one or more microprocessors including central processing units (CPU)) and associated memory and/or storage, which may include data, operating system software, application software and/or any other suitable program, code or instructions executable by the processor(s) for controlling operation thereof, for providing and/or controlling interaction and/or cooperation between the various features and/or components described herein, and/or for performing the particular algorithms represented by the various functions and/or operations described herein.

Thus, while there have been shown and described and pointed out fundamental novel features of the embodiments herein, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art. For example, it is expressly intended that all combinations of those elements and/or method steps which perform substantially the same function in substantially the same way to achieve the same results are equivalent. Moreover, it should be recognized that structures and/or elements and/or method steps shown and/or described in connection with any disclosed form or embodiment herein may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice.