# Patent

## Title
Method of controlling a vehicle steering apparatus

## Abstract

A method for controlling a steering apparatus (10) of a vehicle includes providing a steering signal (154) indicative of a steering maneuver to be performed. A desired parameter of the steering apparatus is calculated during the steering maneuver when no external force is applied to a hand wheel (14) of the vehicle. The parameter is measured during the steering maneuver. A mode signal (182) is produced by comprising the desired parameter to the parameter. The vehicle is placed in one of an autonomous driving mode and a manual driving mode based on the mode signal (182).

## Background
TECHNICAL FIELD
The present invention relates to a method of controlling a power assisted steering apparatus for a vehicle.
BACKGROUND OF THE INVENTION
In an autonomous vehicle operation, the vehicle does not have to be manually operated by a driver. The steering and speed control are performed automatically by the vehicle. However, during the autonomous operation, an occupant in the vehicle may want to manually steer the vehicle. Thus, in this situation, it would be desirable to place the vehicle in a manual steering mode so that the occupant can manually steer the vehicle.
SUMMARY OF THE INVENTION
The present invention is a method for controlling a steering apparatus of a vehicle. The method includes the steps of providing a steering signal indicative of a steering maneuver to be performed, calculating a parameter of the steering apparatus during the steering maneuver when no external force is applied to a hand wheel of the vehicle, measuring the parameter during the steering maneuver, producing a mode signal by subtracting the desired parameter from the parameter, and placing the vehicle in one of an autonomous driving mode and a manual driving mode based on the mode signal.



BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing and other features of the present invention will become apparent to those skilled in the art to which the present invention relates upon reading the following description with reference to the accompanying drawings, in which:
FIG. 1 is a schematic illustration of an apparatus used to perform the method of the present invention;
FIG. 2 is a view along line 2-2 of FIG. 1;
FIG. 3 is a process diagram of a control process for the apparatus of FIG. 1; and
FIG. 4 is a process diagram of another control process for the apparatus of FIG. 1.



DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 illustrates an apparatus 10 used to perform the method of the present invention. The apparatus 10 is a vehicle power steering system for turning steerable wheels 12 of a vehicle (not shown) in response to rotation of a hand wheel 14 of the vehicle.
The apparatus 10 includes a hydraulic powered steering gear 16. The steering gear 16 includes a housing 18 and a drive mechanism 20. The drive mechanism 20 is moved in response to rotation of the hand wheel 14 of the vehicle. The motion of the drive mechanism 20 results in a turning of the steerable wheels 12 of the vehicle.
The drive mechanism 20 includes a sector gear 22 having a plurality of teeth 24. The sector gear 22 is fixed on an output shaft 26 that extends outwardly through an opening in the housing 18. The output shaft 26 is typically connected to a pitman arm that is connected to the steering linkage of the vehicle. The dashed lines in FIG. 1 represent the pitman arm and steering linkage. Thus, as the sector gear 22 rotates, the output shaft 26 is rotated to operate the steering linkage. As a result, the steerable wheels 12 of the vehicle are turned.
The steering gear 16 further includes a hydraulic motor 28 for moving the drive mechanism 20. The hydraulic motor 28 is located within the housing 18 of the steering gear 16. The housing 18 of the steering gear 16 has an inner cylindrical surface 30 defining a chamber 32. A piston 34 is located within the chamber 32 and divides the chamber 32 into opposite chamber portions 36 and 38. One chamber portion 36 is located on a first side of the piston 34 and the other chamber portion 38 is located on a second side of the piston 34. The piston 34 creates a seal between the respective chamber portions 36 and 38 and is capable of axial movement within the chamber 32. This axial movement of the piston 34 results in an increase in volume of one chamber portion 36 or 38 and a corresponding decrease in volume of the other chamber portion 36 or 38.
A series of rack teeth 40 is formed on the periphery of the piston 34. The rack teeth 40 act as an output for the hydraulic motor 28 and mesh with the teeth 24 formed on the sector gear 22 of the drive mechanism 20.
A pump 42 pumps hydraulic fluid from a reservoir 44 to the hydraulic motor 28. The engine of the vehicle drives the pump 42. However, the pump 42 could be driven otherwise, such as by an electric motor. The pump 42 forces hydraulic fluid into an inlet 46 of the housing 18. The inlet 46 directs the flow of the fluid to a directional control valve 48.
The directional control valve 48 directs the fluid to an appropriate chamber portion 36 or 38 of the hydraulic motor 28. The flow of hydraulic fluid toward one of the chamber portions 36 or 38 increases the pressure within that chamber portion 36 or 38. When the pressure of one chamber portion 36 or 38 increases relative to the pressure of the other chamber portion 36 or 38, the piston 34 moves axially and the volume of the higher-pressure chamber portion 36 or 38 increases. The volume of the higher-pressure chamber portion 36 or 38 increases until the pressure within each chamber portion 36 and 38 equalizes. As the volume of one chamber portion 36 or 38 increases, the volume of the other chamber portion 36 or 38 decreases. The decreasing chamber portion 36 or 38 is vented to allow a portion of the fluid contained in the decreasing chamber portion 36 or 38 to escape. The escaping fluid exits the housing 18 via a return 52 and is directed into the reservoir 44.
An embodiment of the directional control valve 48 is shown in FIG. 2. The directional control valve 48 contains a valve core part 54 and a valve sleeve part 56. A portion of the valve core part 54 is contained within and is rotatable relative to the valve sleeve part 56.
The valve sleeve part 56 includes three radially directed passages 58 that extend from an outer circumference of the valve sleeve part 56 to an inner circumference of the valve sleeve part 56. Each of these radial passages 58 is supplied with hydraulic fluid that enters the housing 18 through the inlet 46. Two axially extending grooves 60 and 62 are associated with each radial passage 58. The axially extending grooves 60 and 62 are located on the inner circumference of the valve sleeve part 56. As shown in FIG. 2, one groove 62 is located clockwise from and one groove 60 is located counter-clockwise from each radial passage 58. The grooves 60 and 62 are spaced an equal distance from the respective radial passage 58. Each groove 60 leads to a passage 64 extending radially outwardly through the valve sleeve part 56. Each groove 62 leads to a passage 66 extending radially outwardly through the valve sleeve part 56. Each groove 60 and 62 and associated passage 64 and 66 is associated with a particular chamber portion 36 and 38 of the hydraulic motor 28. For example, with reference to FIG. 2, each groove 62 and associated passage 66 located immediately clockwise of a radial passage 58 will supply hydraulic fluid to chamber portion 36; whereas, each groove 60 and associated passage 64 located immediately counter-clockwise from a radial passage 58 will supply hydraulic fluid to chamber portion 38.
Six grooves 68 are located around the outer circumference of the valve core part 54. The valve core part 54 also includes six protrusions 70. A protrusion 70 separates adjacent grooves 68 on the outer circumference of the valve core part 54. Side walls of the protrusion 70 form side walls of the grooves 68.
When the valve core part 54 is located relative to the valve sleeve part 56 such that each protrusion 70 of the valve core part 54 is centered relative to a respective passage 64 and 66 of the valve sleeve part 56, the directional control valve 48 is in a neutral position. FIG. 2 illustrates the directional control valve 48 in the neutral position. In this neutral position, the pressure within each chamber portion 36 and 38 of the hydraulic motor 28 is the same so that the piston 34 is stationary. When the valve core part 54 is rotated relative to the valve sleeve part 56, access to one of the two associated grooves 60 and 62 of the valve sleeve part 56 is restricted by a protrusion 70, while access to the other of the two associated grooves 60 and 62 is increased. This allows a greater amount of the hydraulic fluid to flow into the open groove 60 and 62, resulting in a pressurizing of the respective chamber portion 36 or 38 associated with that groove 60 or 62. As a result, the piston 34 of the hydraulic motor 28 is moved causing an increase in the volume of the respective chamber portion 36 or 38. For example, if the valve core part 54 is rotated clockwise, the groove 60 of the valve sleeve part 56 located on the counter-clockwise side of the radial passage 58 becomes blocked and the groove 62 located on the clockwise side of the radial passage 58 becomes open. Thus, a greater amount of the hydraulic fluid flows into the open groove 62 and travels to the chamber portion 36 of the hydraulic motor 28 associated with the open groove 62. The increased hydraulic fluid flowing to chamber portion 36 increases the pressure within chamber portion 36 and forces the piston 34 to move in an axial direction to increase the volume of chamber portion 36. As a result, the piston 34 rotates the sector gear 22 and the steerable wheels 12 are turned in the appropriate direction.
The piston 34 of the hydraulic motor 28 contains a bore 72, partially shown in FIG. 1, which is open toward the directional control valve 48. The valve sleeve part 56 and a follow-up member 74 form an integral one-piece unit that is supported for rotation relative to the piston 34 by a plurality of balls 76. The outer periphery 78 of the follow-up member 74 is threaded. The plurality of balls 76 interconnects the threaded outer periphery 78 of the follow-up member 74 with an internal thread 80 formed in the bore 72 of the piston 34. As a result of the interconnecting plurality of balls 76, axial movement of the piston 34 causes the follow-up member 74 and the valve sleeve part 56 to rotate. The rotation of the follow-up member 74 and the valve sleeve part 56 returns the directional control valve 48 to the neutral position.
The valve core part 54 of the directional control valve 48 is fixedly connected to an input shaft 82 (FIG. 1). As shown schematically by dashed lines in FIG. 1, the input shaft 82 is fixedly connected to the hand wheel 14 of the vehicle. Rotation of the hand wheel 14 results in rotation of the input shaft 82 and rotation of the valve core part 54.
The torsion bar 50 has a first end 84 and a second end 86. The first end 84 of the torsion bar 50 is fixed relative to the input shaft 82 and the valve core part 54. The second end 86 of the torsion bar 50 is fixed relative to the valve sleeve part 56 and the follow-up member 74. At least a portion of the torsion bar 50 extends through an axially extending bore 72 in the valve core part 54, as shown in FIGS. 1 and 2.
When the resistance to turning of the steerable wheels 12 of the vehicle is below a predetermined level, rotation of the hand wheel 14 is transferred through the torsion bar 50 and causes rotation of the follow-up member 74. As a result, the directional control valve 48 remains in the neutral position. Rotation of the follow-up member 74 causes movement of the piston 34 and results in turning of the steerable wheels 12. When resistance to turning the steerable wheels 12 of the vehicle is at or above the predetermined level, rotation of the follow-up member 74 is resisted. As a result, rotation of the hand wheel 14 rotates the first end 84 of the torsion bar 50 relative to the second end 86 of the torsion bar 50. The rotation of the first end 84 of the torsion bar 50 relative to the second end 86 of the torsion bar 50 applies a torque across the torsion bar 50 and causes the valve core part 54 to rotate relative to the valve sleeve part 56.
As discussed above, when the valve core part 54 rotates relative to the valve sleeve part 56, hydraulic fluid is directed toward one of the chamber portions 36 or 38. As a result, the piston 34 moves within the chamber 32. Movement of the piston 34 results in turning of the steerable wheels 12 of the vehicle, as well as, rotation of the follow-up member 74. As discussed above, rotation of the follow-up member 74 rotates the valve sleeve part 56 until the directional control valve 48 is again in the neutral position. When the directional control valve 48 is in the neutral position, the torque across the torsion bar 50 is removed and the first end 84 of the torsion bar 50 is no longer rotated relative to the second end 86 of the torsion bar 50.
The apparatus 10 also includes an electric motor 88. The electric motor 88 may be of any conventional design. The electric motor 88 receives electric power from a power source 90, preferably the vehicle battery. An output shaft (not shown) of the electric motor 88 is connected to the input shaft 82. Preferably, a gear assembly 92 is used to connect the output shaft of the electric motor 88 to the input shaft 82. When the electric motor 88 receives electric power, the output shaft of the electric motor 88 rotates the input shaft 82. Thus, the electric motor 88 is said to be “in series connection” with the hydraulic motor 28.
The apparatus 10 also includes a torque sensor 94 for sensing column torque and outputting a signal indicative of the column torque. Column torque is the torque across the torsion bar 50. The torque sensor may measure the rotational movement of the first end 84 of the torsion bar 50 relative to the second end 86 of the torsion bar 50. The movement of the valve core part 54 relative to the valve sleeve part 56 will also indicate the relative rotation between the first end 84 and the second end 86 of the torsion bar 50. The column torque can be determined using the material properties of the torsion bar 50 and the relative rotation across the torsion bar 50.
As shown in FIG. 1, the apparatus 10 also includes a plurality of vehicle condition sensors 96, 98, and 100 and a controller 102. Preferably, the vehicle condition sensors include a lateral acceleration sensor 96, a hand wheel rotation sensor 98, and a vehicle speed sensor 100. Each sensor 96, 98, and 100 is electrically connected to the controller 102.
The lateral acceleration sensor 96 continuously senses the lateral acceleration of the vehicle and generates an electrical signal indicative of the sensed lateral acceleration. The hand wheel rotation sensor 98 continuously senses the magnitude, rate, and acceleration of rotation of the vehicle hand wheel 14 and generates electrical signals indicative of these parameters. The hand wheel rotation magnitude is the angle of rotation of, the hand wheel 14 relative to a straight ahead position of the hand wheel 14. Rotation of the hand wheel 14 in a first direction may be designated as a positive value and rotation of the hand wheel 14 in a second direction, opposite the first direction, may be designated as a negative value. The hand wheel rotation sensor 98, or the controller 102, may determine the rate of rotation of the hand wheel 14 by taking a time differential of the magnitude and may determine the hand wheel acceleration by taking a time differential of the rate of rotation. The vehicle speed sensor 100 continuously senses the vehicle speed and generates an electrical signal indicative of the speed.
The controller 102 receives the signals generated by the lateral acceleration sensor 96, the hand wheel rotation sensor 98, and the vehicle speed sensor 100. Additionally, the controller 102 receives the column torque signal from the torque sensor 94. The controller 102 analyzes the respective signals and generates an error signal for controlling the electric motor 88. FIG. 3 illustrates the control process of the controller 102, when the vehicle is in the normal driving mode driven by an occupant in the vehicle.
As shown schematically in FIG. 3, a portion of the controller 102, referred to as a torque demand calculator 104, receives the vehicle speed signal 106, the lateral acceleration signal 108, and the hand wheel rotation magnitude signal 110. The torque demand calculator 104 preferably follows an algorithm or a lookup table that is stored in a memory of the controller 102. When the vehicle speed signal 106, the lateral acceleration signal 108, and the hand wheel rotation magnitude signal 110 are received by the controller 102, either the algorithm is run on a processor of the controller 102 or the lookup table is consulted to determine a desired operator torque 112 to be applied to the hand wheel 14 of the vehicle. The desired operator torque 112 corresponds to the amount of torque an operator of the vehicle is to exert on the hand wheel 14 to perform the desired steering maneuver. The desired operator torque 112 is input into a first summation block 114.
Inertia 116 of the hand wheel 14 of the vehicle is determined. One known method of determining the inertia 116 of the hand wheel 14 is by using parallel axis theorems. The inertia 116 of the hand wheel 14 is stored in the memory of the controller 102.
The inertia 116 of the hand wheel 14 is used to calculate a hand wheel torque 118. The hand wheel torque 118 is the torque that the operator of the vehicle must exert on the hand wheel 14 to overcome the inertia 116 of the hand wheel 14. As stated above, the acceleration of the hand wheel is also determined. The hand wheel acceleration signal is indicated at 120 in FIG. 3. To calculate the hand wheel torque 118, the hand wheel acceleration signal 120 is multiplied by the inertia 116 of the hand wheel 14. The hand wheel torque 118 is also input into the first summation block 114.
In the first summation block 114, a value for the hand wheel torque 118 is subtracted from the desired operator torque 112. The output of the first summation block 114, indicated at 122 in FIG. 3, is input into a second summation block 124. The column torque signal 126 from the torque sensor 94 is also input into the second summation block 124. In the second summation block 124, the column torque signal 126 is subtracted from the output 122 of the first summation block 114. The output of the second summation block 124 is the error signal, indicated at 128. Since both the hand wheel torque 118 and the column torque 126 sensed across the torsion bar 50 are subtracted from the desired operator torque 112 to produce the error signal 128, an equivalent process would be to add the hand wheel torque 118 to the column torque 126 in a first summation block to produce an actual operator torque necessary to perform the steering maneuver. The actual operator torque is then subtracted from the desired operator torque 112 in a second summation block to produce the error signal 128.
The error signal 128 is input into a portion of the controller 102, referred to as a torque loop compensator 130. The torque loop compensator 130 is a lead/lag compensator that receives the error signal 128 and based upon the error signal determines an electrical power output for the electric motor 88. The output of the torque loop compensator 130 is connected to a motor drive circuit 132 of the controller 102. The motor drive circuit 132 regulates the electric power from the power source 90 to the electric motor 88.
The apparatus 10 is illustrated in FIG. 3 as the steering system 134. When the electric motor 88 receives the electric power, the output shaft of the electric motor 88, through the gear assembly 92, rotates the input shaft 82. As a result, the electric motor 88 assists the operator in controlling the hydraulic motor 28 by adjusting the torque across the torsion bar 50. By using the electric motor 88 to help control the hydraulic motor 28, the apparatus 10 provides a desired steering assist and results in a desired steering feel to the operator.
The control process is repeated continuously during operation of the vehicle. As a result, the error signal 128 is updated continuously to reflect the changes in the vehicle conditions.
FIG. 4 illustrates a control process of the controller 102 during a steering maneuver when the vehicle is in an autonomous vehicle mode. During the autonomous vehicle operation, the vehicle does not have to be manually operated by a driver. The steering and speed control are performed automatically. Alternatively, only the steering control may be performed automatically without the need for the hand wheel 14 to be turned by an operator. Inputs into the controller 102 include signals from an autonomous system 140 (FIG. 1) that determines when a steering maneuver needs to be performed. The autonomous system 140 could be one that senses the painted lines in the road or a magnetic monorail embedded in the road, or one that utilizes a GPS system. Any suitable autonomous system could be used. A switch 142 (FIG. 1) is electrically coupled to the autonomous system 140 to allow the vehicle driver or other user to manually enable or disable the autonomous system 140.
When the vehicle is operated in the autonomous mode, an electric motor 168 (FIG. 1) rotates the hand wheel 14 to turn the steerable wheels 12. The operation of the electric motor 168 will be explained in more detail below.
The control process illustrated in FIG. 4 is divided into first and second control loops 150, 152. Each of the first and second control loops 150, 152 receives a desired hand wheel rotation magnitude signal 154 from the controller 102. The desired hand wheel rotation magnitude signal 154 represents the position of the hand wheel 14 after performance of a desired steering maneuver as determined by the autonomous system 140.
In the first control loop 150, the desired hand wheel rotation magnitude signal 154 is input into a third summation block 156. The hand wheel rotation magnitude signal 110 is also input into the third summation block 156. The hand wheel rotation magnitude signal 110 is sensed by the hand wheel position sensor 98. The hand wheel position sensor 98 senses the hand wheel rotation magnitude and, therefore, the current steering position of the hand wheel 14. As previously mentioned, the hand wheel rotation magnitude is the angle of rotation of the hand wheel 14 relative to a straight ahead position of the hand wheel 14. Rotation of the hand wheel 14 in a first direction may be designated as a positive value and rotation of the hand wheel 14 in a second direction, opposite the first direction, may be designated as a negative value.
The desired hand wheel rotation magnitude signal 154 is subtracted from the hand wheel rotation magnitude 110 of the hand wheel 14 in the third summation block 156. The output of the third summation block 156 is input into a position loop compensator 160. The position loop compensator 160 determines a compensated position error signal 162. The position error signal 162 is input into an autonomous mode switch 164. The autonomous mode switch 164 includes a torque error limit decision block 166, which determines whether the vehicle is in an autonomous mode or a normal driving mode.
If the torque error limit decision block 166 in the autonomous mode switch 164 determines that the vehicle is in the autonomous mode, the position error signal 162 is sent to a motor drive circuit 170 of the controller 102. The motor drive circuit 170 regulates the electric power from the power source 90 to the electric motor 168 (FIG. 1). The motor 168 has an output shaft (not shown) coupled to the input shaft 82. The motor 168 receives electric power from the power source 90. Operation of the motor 168 rotates the input shaft 82 which in turn rotates the hand wheel 14. Rotation of the input shaft 82 turns the steerable wheels 12. The motor drive circuit 170 receives the position error signal 162 from the autonomous mode switch 164 and operates the motor 168 to turn the hand wheel 14 to the desired position so that the difference between the desired hand wheel rotation magnitude and the current hand wheel rotation magnitude is zero. The process is repeated continuously in the first control loop 150 during operation of the vehicle in the autonomous mode. As a result, the position error signal 162 is updated continuously to reflect the changes in the vehicle conditions.
During the process in the first control loop 150, the desired hand wheel rotation magnitude signal 154 is also sent to the second control loop 152. The desired hand wheel rotation magnitude signal 154 is sent into a double differentiator block 167 of the controller 102. The double differentiator block 167 takes a time differential of the desired hand wheel rotation magnitude signal 154 to obtain a rate of rotation of the hand wheel 14 and then takes a time differential of the rate of rotation of the hand wheel 14 to obtain a desired hand wheel acceleration signal 169. The desired hand wheel acceleration signal 169 is then input into the torque model 178. The torque model 178 calculates a desired hand wheel torque signal 171 by multiplying the stored hand wheel inertia 116 and the desired hand wheel acceleration signal 169. Essentially, the torque model 178 calculates what the column torque should be if the hand wheel 14 is free to rotate without any external force on the hand wheel 14 during the steering maneuver. This desired column torque is equivalent to the desired hand wheel torque since no other external force is applied to the hand wheel 14.
The torque model 178 could also use rotation magnitude and rate of rotation of the hand wheel 14 along with the inertia and acceleration of the hand wheel 14 to more accurately calculate the desired hand wheel torque 171. The torque model 178 also might include a position dependent imbalance function that is programmed into the controller 102 and provides a correcting torque to compensate for an unbalanced hand wheel 14.
The desired hand wheel torque signal 171 is then input into a fourth summation block 174. A column torque signal 176 from the torque sensor 94 is also input in the fourth summation block 174. The desired hand wheel torque signal 171 is subtracted from the column torque signal 176. The output of the fourth summation block 174 is a mode signal 182 indicative of the difference between the desired hand wheel torque 171 and the measured column torque 176. The mode signal 182 is input into the autonomous mode switch 164 and goes through the torque error limit decision block 166. The torque error limit decision block 166 compares the mode signal 182 with a predetermined range of values. If the difference is within the predetermined range and the autonomous mode is enabled, then the autonomous mode switch 164 places the vehicle in the autonomous mode. A difference that is not within the predetermined range is indicative of an external force being applied to the hand wheel 14 by an operator turning the hand wheel 14 to steer the vehicle. Thus, in this case, the vehicle would be placed in the normal driving mode to allow the occupant to immediately turn the steerable wheels 12. The operator would not need to take the additional step of having to manually actuate the switch 142 to disable the autonomous system 140 to place the vehicle in the normal driving mode.
Parameters of the steering apparatus other than the column torque could also be used to determine whether an external force is applied to the hand wheel such as the rate of rotation of the hand wheel and hand wheel, acceleration. Also, if desired, the autonomous switch 142 can be selectively disabled to put the vehicle in the normal driving mode regardless of whether an external force is applied to the hand wheel. The autonomous switch 142 can also be selectively enabled to put the vehicle in the autonomous mode regardless of the external torque on the steering wheel. The control process of FIG. 4 can be used on a steering apparatus other than that shown in FIGS. 1-3 such as an electrically powered steering apparatus. Also, the motor 88 may be used to rotate the hand wheel 14 when the vehicle is operated in the autonomous mode. If the motor 88 rotates the hand wheel 14 when the vehicle is in the autonomous mode, the motor 168 is not necessary.
From the above description of the invention, those skilled in the art will perceive improvements, changes and modifications. Such improvements, changes and modifications within the skill of the art are intended to be covered by the appended claims.

## Claims

1. A method for controlling a steering apparatus of a vehicle with a controller, the method comprising the steps of:
(i) providing a steering signal from the controller indicative of a steering maneuver to be performed;
(ii) calculating a desired parameter of the steering apparatus during the steering maneuver when no external force is applied to a hand wheel of the vehicle;
(ii) measuring the parameter with a sensor during the steering maneuver;
(iv) producing a mode signal by comparing the desired parameter to the measured parameter; and
(v) using a switch to place the vehicle in one of an autonomous driving mode and a manual driving mode based on the mode signal.

2. The method of claim 1 including placing the vehicle in an autonomous driving mode when the mode signal is within a predetermined range.

3. The method of claim 1 including placing the vehicle in a manual driving mode when the mode signal is not within a predetermined range.

4. The method of claim 1 wherein the parameter of the steering apparatus is column torque.

5. The method of claim 4 including placing the vehicle in an autonomous driving mode when the mode signal is within a predetermined range.

6. The method of claim 4 including the steps of determining inertia of the hand wheel of the vehicle, determining a desired rotational acceleration of the hand wheel based on the steering signal, and multiplying the inertia of the hand wheel with the desired rotational acceleration of the hand wheel to determined the desired column torque.

7. The method of claim 6 wherein the steering signal is a desired rotational magnitude of the hand wheel, the step of determining the desired rotational acceleration of the hand wheel of the vehicle includes the steps of:
differentiating the desired hand wheel rotation magnitude relative to time to determine hand wheel rotation rate; and
differentiating the hand wheel rotation rate relative to time.

8. The method of claim 1 including the steps of:
calculating a desired hand wheel position after the steering maneuver is performed based on said steering signal; and
determining the current hand wheel position before the steering maneuver is performed;
rotating the hand wheel toward the desired hand wheel position when the vehicle is in an autonomous driving mode.

9. The method of claim 8 including the step of providing a motor to rotate the hand wheel toward the desired hand wheel position when the vehicle is in the autonomous driving mode.

10. The method of claim 2 wherein the step of measuring the column torque during the steering maneuver is performed by a column torque sensor.

11. The method of claim 1 further including the step of:
continuously repeating the method during operation of the vehicle.

12. The method of claim 1 including switching the vehicle between an autonomous driving mode and a manual mode based on the mode signal.

13. A method for controlling a steering apparatus of a vehicle with a contoller, the method comprising the steps of:
(i) providing a desired hand wheel rotation signal from the controller indicative of a steering maneuver during an autonomous driving mode of the vehicle;
(ii) calculating a desired parameter of the steering apparatus during the steering maneuver when no external force is applied to a hand wheel of the vehicle;
(ii) measuring the parameter with a sensor during the steering maneuver;
(iv) producing a mode signal by comparing the desired parameter to the measured parameter; and
(v) switching the vehicle to a manual driving mode when the mode signal exceeds a predetermined value.