PATENT DOCUMENT

Publication Number: US-11370475-B1
Application Number: US-202017015722-A
Country: US
Kind Code: B1

Title: Steer-by-wire system with multiple steering actuators

Abstract:
A steering system includes an actuator, a steering wheel that generates inputs for the actuator in a manual steer-by-wire control state, and a controller that determines operating conditions for the actuator, the steering wheel, or both. The controller determines blended steering angles based on manual steering angles of the steering wheel and automatic steering angles associated with an automated steer-by-wire control state. The controller transitions operation of the steering system from the manual steer-by-wire control state to the automated steer-by-wire control state when all operating conditions are satisfied and uses a blending function that applies weighting values to the manual steering angles and the automated steering angles to determine the blended steering angles. The controller controls the actuator using the blended steering angles.

Claims:
What is claimed is: 
     
       1. A steering system, comprising:
 an actuator configured to control motion of a road wheel of a vehicle; 
 a steering wheel configured to generate inputs for the actuator in a manual steer-by-wire control state; 
 and 
 a controller configured to:
 determine operating conditions for the actuator, the steering wheel, or both; 
 determine blended steering angles based on manual steering angles of the steering wheel, manual road wheel angles based on the manual steering angles, and automated steering angles based on external road wheel angles received as part of external commands, the automated steering angles associated with an automated steer-by-wire control state; 
 transition operation of the steering system from the manual steer-by-wire control state to the automated steer-by-wire control state when all operating conditions are satisfied and using a blending function, 
 wherein the blending function applies weighting values to the manual steering angles and the automated steering angles to determine the blended steering angles, and 
 wherein the weighting values depend on a difference between the manual road wheel angles and the external road wheel angles; and 
 control the actuator using the blended steering angles. 
 
 
     
     
       2. The steering system of  claim 1 , wherein the weighting values are partially dependent on torque applied to the steering wheel. 
     
     
       3. The steering system of  claim 1 , wherein the weighting values of the blending function apply a first weighting value to the manual steering angles and a second weighting value to the automated steering angles. 
     
     
       4. The steering system of  claim 3 , wherein the first weighting value and the second weighting value change over time during the transition to the automated steer-by-wire control state. 
     
     
       5. The steering system of  claim 4 , wherein the first weighting value changes from one hundred percent to zero percent during the transition to the automated steer-by-wire control state. 
     
     
       6. The steering system of  claim 5 , wherein the second weighting value changes from zero percent to one hundred percent during the transition to the automated steer-by-wire control state. 
     
     
       7. The steering system of  claim 6 , wherein a sum of the first weighting value and the second weighting value is equal to one hundred percent at all times during the transition to the automated steer-by-wire control state. 
     
     
       8. The steering system of  claim 4 , wherein the first weighting value and the second weighting value change dependent on time during the transition to the automated steer-by-wire control state. 
     
     
       9. The steering system of  claim 1 , wherein the operating conditions include one or more of an automated steer-by-wire control mode condition, a depressed brake pedal condition, an emergency manual override condition, a steering actuator module condition, or a steering wheel torque condition. 
     
     
       10. The steering system of  claim 1 , wherein when the operating conditions are not satisfied, the blended steering angles are based only on the manual steering angles. 
     
     
       11. A method for controlling a vehicle, comprising:
 operating a steering system in a manual steer-by-wire control state or an automated steer-by-wire control state; 
 receiving a steering wheel angle value that represents a manual steering input at a steering wheel; 
 receiving a steering wheel torque that represents manually-applied steering torque at the steering wheel; 
 receiving steering actuator information describing forces and torques caused by road wheels of the vehicle acting upon the steering actuators; 
 receiving vehicle information describing vehicle traveling speed and lateral acceleration of the vehicle; 
 determining component torques for each of the steering actuators using one or more feedback models based on the steering wheel angle value, the steering actuator information, and the vehicle information; 
 determining a feedback torque based on the component torques and the steering wheel torque; 
 transitioning between the manual steer-by-wire control state and the automated steer-by-wire control state; and 
 applying the feedback torque to the steering wheel using a feedback actuator while transitioning between the manual steer-by-wire control state and the automated steer-by-wire control state. 
 
     
     
       12. The method of  claim 11 , further comprising:
 determining blended steering angles using a blending function; and 
 controlling the steering actuators using the blended steering angles while transitioning between the manual steer-by-wire control state and the automated steer-by-wire control state. 
 
     
     
       13. The method of  claim 11 , wherein if the steering wheel angle value deviates from a reference position by less than a threshold amount or if the steering wheel torque is less than a threshold amount, the steering system is configured to transition from the manual steer-by-wire control state to the automated steer-by-wire control state. 
     
     
       14. The method of  claim 11 , wherein if the steering wheel angle value deviates from a reference position by at least a threshold amount, the steering system is configured to transition from the automated steer-by-wire control state to the manual steer-by-wire control state. 
     
     
       15. The method of  claim 11 , wherein the feedback model includes a three-dimensional look up table as a function of vehicle speed and lateral acceleration that gives a coefficient value for each of the steering actuators. 
     
     
       16. A method for controlling a vehicle, comprising:
 operating a steering system in an automated steer-by-wire control state; 
 receiving an external command that includes external road wheel angles; 
 determining operating conditions of actuators, a steering wheel, or both, the operating conditions indicating that torque is applied to the steering wheel; 
 determining blended steering angles using a blending function during a transition from the automated steer-by-wire control state to a manual steer-by-wire control state, wherein the blending function includes a first weighting value applied to manual road wheel angles based on manual steering angles of the steering wheel and a second weighting value applied to the external road wheel angles; and 
 controlling the actuators using the blended steering angles during the transition to the manual steer-by-wire control state. 
 
     
     
       17. The method of  claim 16 , wherein the first weighting value applied to the manual road wheel angles based on the manual steering angles and the second weighting value applied to the external road wheel angles change dependent on a difference between the manual steering angles and the external road wheel angles. 
     
     
       18. The method of  claim 17 , wherein the first weighting value changes from zero percent to one hundred percent during the transition to the manual steer-by-wire control state. 
     
     
       19. The method of  claim 17 , wherein the second weighting value changes from one hundred percent to zero percent during the transition to the manual steer-by-wire control state. 
     
     
       20. The method of  claim 17 , wherein a sum of the first weighting value and the second weighting value is equal to one hundred percent at all times during the transition to the automated steer-by-wire control state.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. Non-Provisional application Ser. No. 15/935,257 filed on Mar. 26, 2018, which claims the benefit of U.S. Provisional Application No. 62/484,152, filed on Apr. 11, 2017, entitled “Steer-By-Wire System with Multiple Steering Actuators,” the content of both is incorporated herein by reference in its entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     The application relates generally to vehicle steering systems. 
     BACKGROUND 
     Vehicle actuators are controllable systems that cause or affect motion of a vehicle. Examples of vehicle actuators are propulsion actuators, braking actuators, steering actuators, and suspension actuators. 
     Steer-by-wire systems can eliminate or disconnect a physical connection between a steering wheel (also referred to as a hand wheel) and the road wheels (also referred to as steered wheels). 
     Some vehicles can be operated in an automated control mode, in which some or all of the tasks of driving are performed by an automated control system, and a manual control mode, in which all of the tasks of driving are performed by a human operator. In addition to these modes, some vehicles can also be operated in a remote control mode, in which some or all of the tasks of driving are controlled by an automated control system or a human driver that is not located in the vehicle. 
     In vehicles that incorporate automated control modes, the steer-by-wire system can be operated in multiple control modes. One control mode is a manual steer-by-wire mode in which the human operator steers the vehicle using the steering wheel without a physical connection from the steering wheel to the road wheels. Another control mode is an automated steer-by-wire mode in which the steering actuators are controlled by commands from an automated control system or a remote control system without a physical connection from the steering wheel to the road wheels. Another control mode is a fully manual mode in which the human operator steers the vehicle using a physical connection that is established between the steering wheel and the roads wheels. During operation of such a vehicle, transitions between the one or more automated control modes and the manual control mode may occur. 
     SUMMARY 
     One aspect of the disclosed embodiments is a method for controlling a vehicle. The method includes operating a steering system in manual steer-by-wire control state, determining that a transition to an automated steer-by-wire control state is to be performed by the steering system, entering the automated steer-by-wire control state upon determining that all conditions from a group of state entry conditions are satisfied, operating the steering system in the automated steer-by-wire control state until determining that any condition from a group of state exit conditions is satisfied, and entering the manual steer-by-wire control state upon determining that any condition from the group of state exit conditions is satisfied. 
     Another aspect of the disclosed embodiments is a method for controlling a vehicle. The method includes operating a steering system in manual steer-by-wire control state, determining that a transition to an automated steer-by-wire control state is to be performed by the steering system, obtaining manual steering angles and automated steering angles, determining blended steering angles using a blending function during the transition to the automated steer-by-wire control state, and controlling steering actuators using the blended steering angles during the transition to the automated steer-by-wire control state. 
     Another aspect of the disclosed embodiments is a method for controlling a vehicle. The method includes receiving a steering wheel angle value that represents a manual steering input at a steering wheel and a steering wheel torque that represents manually-applied steering torque at the steering wheel, and receiving steering actuator information describing operating conditions for steering actuators. The method also includes determining component torques for each of the steering actuators using one or more feedback models based on the steering actuator information and the steering wheel angle value, determining a feedback torque based on the component torques and the steering wheel torque, and applying the feedback torque to the steering wheel using a feedback actuator. 
     Apparatuses and systems are also described herein. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a block diagram showing a vehicle. 
         FIG. 2  is an illustration showing a steering system. 
         FIG. 3  is an illustration showing an example configuration for steering actuator modules of the steering system. 
         FIG. 4  is an illustration showing an example configuration for a steering column module of the steering system. 
         FIG. 5  is an illustration showing a state transition diagram for the steering system. 
         FIG. 6  is a block diagram showing a steering actuator control function. 
         FIG. 7  is a block diagram showing a feedback control function. 
         FIG. 8  is a flowchart showing a steering system state transition process according to a first example. 
         FIG. 9  is a flowchart showing a steering system state transition process according to a second example. 
     
    
    
     DETAILED DESCRIPTION 
     The disclosure herein relates to steer-by-wire systems utilized in vehicles that have two or more independent steering actuators. The systems disclosed herein are particularly applicable to systems having four-wheel independent steering including a separate steering actuator for each steered wheel. 
     The systems and methods described herein include control of feedback supplied to the operator of the vehicle based on operating states at each of the four wheels of the vehicle. As an example, a feedback torque may be determined based on component torques for each of one or more operating conditions at each of the steered wheels. 
     The systems and methods described herein also regulate initiation and performance of state changes of a vehicle steering system that is operable in multiple control modes including manual control modes and automated control modes. The state changes can be initiated by a human operator or by an automated control system. Dependent upon operating states of the vehicle, a particular control mode transition may or may not be appropriate at a particular moment in time. 
       FIG. 1  shows a vehicle  100  that has a vehicle body  102 . The vehicle body  102  may include internal structural portions and external portions that are aesthetic and/or structural in nature. As examples, the vehicle body  102  may include one or more of a unibody, a frame, a subframe, a monocoque, and body panels. 
     The vehicle  100  includes road wheels  104 . As an example, the vehicle  100  can include four of the road wheels  104 , but other implementations are possible. The road wheels  104  are the portion of the vehicle  100  that contacts the surface on which the vehicle  100  is travelling, and the characteristics of the road wheels  104  are responsible, in part, for the amount of friction available. The road wheels  104  may include tires, such as conventional pneumatic tires formed in part from synthetic rubber, or other friction-enhancing structures may be incorporated in the road wheels  104 . 
     The vehicle  100  includes suspension components  106 . The suspension components  106  typically include numerous individual components, many of which are associated with one or more of the road wheels  104 . The suspension components  106  may include components that are operable to control characteristics of the motion of the road wheels  104  relative to the vehicle body  102 , such as shocks, struts, springs, and sway bars. The suspension components  106  may include either or both of non-adjustable passive components or adjustable active components that allow modification of suspension characteristics during operation of the vehicle  100 . The suspension components  106  may include sensors that output signals indicative of the states and operating characteristics of some or all of the suspension components  106  at a given time. The suspension components  106  may also include actuators that are able to cause modification of characteristics of the suspension components  106  in response to control signals. In implementations where the suspension components  106  include active features controlled by actuators, the suspension characteristics can be controlled independently at each of the road wheels  104 . 
     The vehicle  100  includes steering components  108 . The steering components  108  are operable to modify a steering angle of some or all of the road wheels  104  relative to the vehicle body  102 . The steering components  108  can be configured to control the steering angles of the road wheels  104  independently, for example, using separate actuators associated with each of the road wheels  104 . The steering components  108  include one or more sensors to output signals used to control steering of the vehicle  100 , including sensors that measure steering inputs or sensors that measure the actual steering angles of the road wheels  104 . Desired steering angles for the road wheels  104  can be determined based inputs made by a human operator using an input device such as a steering wheel, or the desired steering angles of the road wheels  104  can be determined based on decisions made by an automated control system. The desired steering angles can include individual steering angles for each of road wheels  104 , such as a front left steering angle δ FL , a front right steering angle δ FR , a rear left steering angle δ RL , and a rear right steering angle δ RR . 
     The vehicle  100  includes braking components  110 . The braking components  110  include components that are operable to slow the speeds of the road wheels  104 , such as conventional disk brakes. Other types of components may be utilized to slow the speeds of the road wheels  104 . The braking components  110  also include components that cause and control application of braking forces. These components may include, as examples, a brake control module, a master cylinder, and a brake booster. The braking components  110  are operable to apply braking to each of the road wheels  104  individually. The braking components  110  include sensors that output signals that are indicative of the current operating characteristics of the braking components  110 . The braking components  110  may also include actuators that are operable to cause and control application of braking forces in response to control signals. 
     The vehicle  100  includes propulsion components  112 , which may also be referred to as a powertrain. The propulsion components  112  include a prime mover that is operable to convert stored energy into driving force, and components that are operable to supply this force to some or all of the road wheels  104  in order to propel the vehicle  100 . As one example, the propulsion components  112  may include an internal combustion engine that burns liquid fuel. As another example, the propulsion components  112  may include an electric motor that utilizes electrical energy that is stored in batteries or supplied by a generator, or the propulsion components  112  may include multiple electric motors that are each connected to one of the road wheels  104 . In implementations where the propulsion components  112  include multiple electric motors that are each connected to one of the road wheels  104 , each electric motor is directly connected to a respective one of the road wheels  104  in a manner that allows torque to be applied directly to each of the road wheels  104  independent of torque applied at the other wheels. 
     The vehicle  100  includes a vehicle control module  114 . The vehicle control module  114  is an electronic control unit that is operable to direct and coordinate operations of multiple actuator systems. The vehicle control module  114  may include a memory and a processor that is operable to execute instructions that are stored in the memory in order to perform operations as will be described herein. Although the vehicle control module  114  is shown as a single device, the same functions may be implemented using multiple devices, such as individual electronic control units that each perform a subset of the functions described herein with respect to the vehicle control module  114 . 
     The vehicle control module  114  makes decisions regarding operation of the vehicle  100  based in part on information that is received from sensors  116  that are in communication with the vehicle control module  114 . The sensors  116  monitor and report information regarding operating characteristics of the vehicle  100 . Some of the sensors  116  may be incorporated in the suspension components  106 , the steering components  108 , the braking components  110 , and the propulsion components  112 . 
     The vehicle control module  114  can incorporate automated control functions that direct operation of the actuator systems when the vehicle  100  is being operated in an automated control mode. In order to control the individual actuator systems, the vehicle  100  can include a suspension system controller  118 , a steering system controller  120 , a braking system controller  122 , and a propulsion system controller  124 . Each of the suspension system controller  118 , the steering system controller  120 , the braking system controller  122 , and the propulsion system controller  124  are electrically connected to the vehicle control module, such as by a data transmission network. One example of a data transmission network that can be incorporated in the vehicle  100  is one that complies with the Controller Area Network standard, which allows connected devices to communicate with other connected devices using a message-based communications protocol. 
     The suspension system controller  118  is operable to control operation of the suspension components  106 . The suspension system controller  118  may include a memory and a processor that is operable to execute instructions that are stored in the memory in order to perform suspension control operations. The suspension system controller  118  may be electrically connected to the suspension components  106  for transmission of signals and/or data, such as commands that change operating characteristics of the suspension components  106 . The suspension system controller  118  can include electromechanical components that physically actuate the suspension components  106  and/or change operating characteristics of the suspension components  106 . 
     The steering system controller  120  is operable to control operation of the steering components  108 . The steering system controller  120  may include a memory and a processor that is operable to execute instructions that are stored in the memory in order to perform steering control operations. The steering system controller  120  may be electrically connected to the steering components  108  for transmission of signals and/or data, such as commands that change operating characteristics of the steering components  108 . The steering system controller  120  can include electromechanical components that physically actuate the steering components  108  and/or change operating characteristics of the steering components  108 . 
     The braking system controller  122  is operable to control operation of the braking components  110 . The braking system controller  122  may include a memory and a processor that is operable to execute instructions that are stored in the memory in order to perform braking control operations. The braking system controller  122  may be electrically connected to the braking components  110  for transmission of signals and/or data, such as commands that change operating characteristics of the braking components  110 . The braking system controller  122  can include electromechanical components that physically actuate the braking components  110  and/or change operating characteristics of the braking components  110 . 
     The braking system controller  122  can receive and utilize multiple types of information for determining how to control the braking components  110 . The information used by the braking system controller  122  can include sensor output signals from sensors included in the braking components  110 , information received from the vehicle control module  114  and/or other systems of the vehicle  100 . 
     The propulsion system controller  124  is operable to control operation of the propulsion components  112 . The propulsion system controller  124  may include a memory and a processor that is operable to execute instructions that are stored in the memory in order to perform propulsion control operations. The propulsion system controller  124  may be electrically connected to the propulsion components  112  for transmission of signals and/or data, such as commands that change operating characteristics of the propulsion components  112 . The propulsion system controller  124  can include electromechanical components that physically actuate the propulsion components  112  and/or change operating characteristics of the propulsion components  112 . 
       FIG. 2  is an illustration showing a steering system  226  that includes the steering system controller  120  and the steering components  108 . The steering components  108  include multiple steering actuator modules that each exercise independent control over a separate steered wheel of the vehicle  100 . In the illustrated example, the steering components  108  include a front left steering actuator module  228   a , a front right steering actuator module  228   b , a rear left steering actuator module  228   c , and a rear right steering actuator module  228   d , which are each electromechanical assemblies that are connected to the steering system controller  120  to allow transmission of signals and data regarding actual and desired steering angles for each steering actuator module. 
     The front left steering actuator module  228   a  is connected to a front left road wheel  204   a  to allow rotation of the front left road wheel  204   a  by the front left steering actuator module  228   a  to a desired steering angle in response to commands from the steering system controller  120 . The front right steering actuator module  228   b  is connected to a front right road wheel  204   b  to allow rotation of the front right road wheel  204   b  by the front right steering actuator module  228   b  to a desired steering angle in response to commands from the steering system controller  120 . The rear left steering actuator module  228   c  is connected to a rear left road wheel  204   c  to allow rotation of the rear left road wheel  204   c  by the rear left steering actuator module  228   c  to a desired steering angle in response to commands from the steering system controller  120 . The rear right steering actuator module  228   d  is connected to a rear right road wheel  204   d  to allow rotation of the rear right road wheel  204   d  by the rear right steering actuator module  228   d  to a desired steering angle in response to commands from the steering system controller  120 . 
     The steering actuator modules  228   a - 228   d  allow independent control of the steering angles of the road wheels  204   a - 204   d , which allows the steering system controller  120  to determine different steering angles for some or all of the road wheels  204   a - 204   d  and output commands to the steering actuator modules  228   a - 228   d  that cause rotation of the road wheels  204   a - 204   d  in accordance with the determined steering angles. 
       FIG. 3  is an illustration showing an example configuration of the steering actuator modules of the steering system  226 , including the front left steering actuator module  228   a , the front right steering actuator module  228   b , the rear left steering actuator module  228   c , and the rear right steering actuator module  228   d . The steering actuator modules  228   a - 228   d  are all connected to the vehicle body  102 , and can be or include an electric motor having a rotational output part. In the illustrated example, the front left steering actuator module  228   a  has a front left rotational output part  330   a , the front right steering actuator module  228   b  has a front right rotational output part  330   b , the rear left steering actuator module  228   c  has a rear left rotational output part  330   c , and the rear right steering actuator module  228   d  has a rear right rotational output part  330   d . Each rotational output part  330   a - 330   d  is positionable to a desired angular orientation and is connectable to a respective steering linkage. In the illustrated example, a front left steering linkage  332   a  connects the front left rotational output part  330   a  to the front left road wheel  204   a , a front right steering linkage  332   b  connects the front right rotational output part  330   b  to the front right road wheel  204   b , a rear left steering linkage  332   c  connects the rear left rotational output part  330   c  to the rear left road wheel  204   c , and a rear right steering linkage  332   d  connects the rear right rotational output part  330   d  to the rear right road wheel  204   d . Thus, connection of the steering linkages  332   a - 332   d  to the road wheels  204   a - 204   d  allows the steering actuator modules  228   a - 228   d  to turn the road wheels  204   a - 204   d  independently and change their respective steering angles. 
     With further reference to  FIG. 2 , the steering system  226  includes a steering column module  234 , a releasable coupler  236 , and a mechanical backup  238 . The steering column module  234  is electrically connected to the steering system controller  120  for transmission of signals and data. The steering column module  234  determines a desired steering angle based on user steering input, and transmits the desired steering angle to the steering system controller  120  in the form of signals and/or data. The steering system controller  120  transmits commands to the steering column module  234 , such as force feedback commands, as will be described herein. 
       FIG. 4  is an illustration showing an example configuration for the steering column module  234  of the steering system  226 . The steering column module  234  includes a steering wheel  440 , which may also be referred to as the hand wheel of the vehicle  100 . The steering column module  234  also includes a feedback actuator such as a force feedback motor  442 . The steering wheel  440  is connected to the force feedback motor  442  by a steering column  444 . The steering column module  234  is connected to the releasable coupler  236  ( FIG. 2 ) by an extension shaft  446 . 
     The steering wheel  440  is the physical device that the human operator of the vehicle  100  manipulates to control steering of the vehicle  100  when in a manual or semi-automated control mode. The steering wheel  440  could be replaced by other physical devices that allow steering control, such as a control stick or pedals. 
     The force feedback motor  442  applies a force feedback torque (T_FF) and a force feedback angle (θ_FF) to the steering column  444 . The force feedback motor  442  operates in accordance with commands, which can be in the form of signals and/or data that are received from the steering system controller  120 . The force feedback motor  442  can be an electric motor that incorporates a position encoder to allow fine control over operation of the force feedback motor  442  by the steering system controller  120 . By causing rotation of the steering wheel  440 , the force feedback motor  442  can provide information regarding operation of the vehicle  100  to the human operator of the vehicle  100  in the form of haptic feedback, or can provide information to non-operator occupants in the form of visual feedback if the vehicle  100  is operating in a fully automated control mode. 
     The steering column module  234  includes a steering angle sensor  448 . The steering angle sensor  448  can be any type of sensing device, such as a magnetic or optical encoder, that is able to output a signal to the steering system controller  120  that represents a current angular orientation or a change in angular orientation of the steering wheel  440 . The signal output by the steering angle sensor  448  either represents or can be interpreted to determine a steering wheel angle (θ_SW). 
     The steering column module  234  includes a steering torque sensor  450 . The steering torque sensor  450  measures torque applied to the steering wheel  440 . One example of a sensor that can be used as the steering torque sensor  450  is a torsion bar torque sensor. Another example of a sensor that can be used as the steering torque sensor  450  is a magnetoelastic torque sensor. The steering torque sensor  450  is operable to output a signal to the steering system controller  120  that represents a steering wheel torque (T_SW). 
     With further reference to  FIG. 2 , the releasable coupler  236  is a mechanical device that is actuated by commands from the steering system controller  120 . The releasable coupler  236  is able to engage and release a mechanical connection between the steering column module  234  and the mechanical backup  238  to allow operation in a direct manual steering mode as opposed to a steer-by-wire steering mode. The releasable coupler  236  and the mechanical backup  238  are optional, and can be omitted if the vehicle  100  does not use a direct manual steering mode, but instead uses only steer-by-wire steering modes. 
     The releasable coupler  236  may be any mechanical device that is able to engage and disengage transfer of motion between two components, such as motion between two rotating components. As one example, the releasable coupler  236  can include a clutch that moves between a disengaged position in which steering inputs are not transferred from the steering column module  234  to the mechanical backup  238 , and an engaged position in which steering inputs are transferred from the steering column module  234  to the mechanical backup  238  through the releasable coupler  236 . 
     The mechanical backup  238  is a mechanical steering device that is coupled to at least some of the road wheels, such as the front left road wheel  204   a  and the front right road wheel  204   b . The mechanical backup  238  can be, for example, a conventional steering rack. The mechanical backup  238  is operable to control steering of the vehicle  100  when the releasable coupler  236  is engaged, and does not control steering of the vehicle  100  when the releasable coupler  236  is disengaged. The mechanical backup  238  includes components that connect to some or all of the steering linkages  332   a - 332   d  ( FIG. 3 ) so that the road wheels  204   a - 204   d  can be steered either manually through the mechanical backup  238  or by the steering actuator modules  228   a - 228   d . These components can include a belt drive connection, a spur or helical gear connection, a planetary gear set, and/or a ball screw mechanism. 
     The steering system controller  120  can receive information from the vehicle control module  114  that describes a vehicle target state for the vehicle  100 . The vehicle target states can include, as examples, states that correspond to the vehicle  100  being turned off, operation of the vehicle  100  under manual control, and/or operation of the vehicle  100  under automated control using a local automated control system or a remote automated control system that receives commands from a remote operator. 
     The steering system controller  120  sets a steering system state based on the vehicle target state, and can send information to the steering components  108  describing the steering system state. The steering system states can be described by variables, such as a bit flag having a value of one or zero. As an example, a steering system state variable having a value of zero indicates that the state is not active, while a value of one indicates that the state is active. 
       FIG. 5  is an illustration showing a state transition diagram  552  for the steering system  226  including steering system states and transitions between steering system states. 
     The steering system states include a manual state  553  (SBW_STATE==MANUAL) in which the road wheels  204   a - 204   d  are steered mechanically by the human operator. In the manual state, the releasable coupler  236  is in the engaged position and steering inputs are transferred from the steering column module  234  to the mechanical backup  238  through the releasable coupler  236 . 
     The steering system states include an initialization state  554  (SBW_STATE==INIT) in which the steering system  226  performs initialization tasks. The initialization tasks can include verifying that communications are functioning properly between all components of the steering system  226  and verifying that all components are available and ready for use. 
     The steering system states include states for steer-by-wire control modes. The steering system states include a manual steer-by-wire state  555  (SBW_STATE==CM1) that corresponds to a manual steer-by-wire control mode. The manual steer-by-wire control mode may also be referred to as a first control mode. In the manual steer-by-wire state  555 , the steering system controller  120  controls operation of the steering actuator modules  228   a - 228   d  based on inputs made by the human operator using the steering column module  234 . Manual driving means that the driver&#39;s steering torque is used to determine the front left steering angle δFL, the front right steering angle δFR, the rear left steering angle δRL, and the rear right steering angle δRR. 
     The steering system states also include an automated steer-by-wire state  556  (SBW_STATE==CM2) that corresponds to an automated steer-by-wire control mode. The automated steer-by-wire control mode may also be referred to as a second control mode. In the automated steer-by-wire state  556 , the steering system controller  120  controls operation of the steering actuator modules  228   a - 228   d  based external commands that do not originate from a human operator that is located in the vehicle. As an example, the external commands may be determined by the vehicle control module  114  and transmitted to the steering system controller  120 . The external commands are used by the steering system controller  120  to determine the front left steering angle δFL, the front right steering angle δFR, the rear left steering angle ΔRL, and the rear right steering angle δRR. 
     The steering system states also include a degraded manual steer-by-wire state  557  (SBW_STATE==DEGRADED). The degraded manual steer-by-wire state  557  is utilized when one or more faults prevent normal operation of all components of the steering system  226 , but steer-by-wire control remains possible. 
     Transition between steering system states is regulated by state transition variables. For each permissible state transition, a set of state transition variables is defined. The state transition variables can include a variable that indicates a desired state for the steering system  226 . The state transition variables can also include one or more state transition variables that specify conditions that must be satisfied for the state transition to occur. State transition variables can be expressed as bit flag values that indicate whether a condition is true or identify a current state as one of two possible states. State transition variables can also be values that express a measurement or other information, such as a speed, an angle, or a torque. 
     Operation of the steering system  226  defaults to the manual state  553 . From the manual state  553 , the steering system  226  can perform a state transition  558  to the initialization state  554 . The state transition  558  to the initialization state  554  is performed when power is supplied to electronic components of the steering system  226 , including the steering system controller  120 , the steering actuator modules  228   a - 228   d , and the steering column module  234 . 
     In the initialization state  554 , the steering system controller  120  performs initialization tasks. If the initialization tasks complete successfully, the steering system controller  120  indicates a completed condition for the initialization tasks (SBW_STATUS==INIT_COMPLETE) and the steering system controller  120  performs a state transition  559  to the manual steer-by-wire state  555 . 
     If the initialization tasks do not complete successfully, the steering system controller  120  indicates a failed condition for the initialization tasks (SBW_STATUS==INIT_FAILED). When the initialization state  554  results in the failed condition for the initialization tasks, a state transition can be selected based on additional determinations made during initialization. 
     The initialization tasks include determining whether the steering actuator modules  228   a - 228   d  are ready for operation, and the result of this determination indicates a ready condition for the steering actuator modules  228   a - 228   d  (SAM_Status==READY) or a failed condition for the steering actuator modules  228   a - 228   d  (SAM_Status==FAILED). Determination of the status for the steering actuator modules  228   a - 228   d  can include requesting and/or receiving information from each of the steering actuator modules  228   a - 228   d . The ready condition for the steering actuator modules  228   a - 228   d  indicates that each is operating normally, ready for use, and able to accept commands. The failed condition for the steering actuator modules  228   a - 228   d  indicates that the module reporting the failed condition is not ready for use, for example, as a result of a power failure, a communication failure, or a mechanical failure. The failed condition for the steering actuator modules  228   a - 228   d  will trigger the failed condition for the initialization tasks. Other failures identified during the initialization tasks can also trigger the failed condition for the initialization tasks. 
     The steering system  226  can perform a state transition  560  from the initialization state  554  to the manual state  553 . The state transition  560  is performed when initialization results in the failed condition for the initialization tasks and the failed condition for the steering actuator modules  228   a - 228   d  (SBW_STATUS==INIT_FAILED AND SAM_Status==FAILED) The state transition  560  is also performed if power is no longer suppled to the steering system  226 . 
     The steering system  226  can perform a state transition  561  from the initialization state  554  to the manual degraded steer-by-wire state  557 . The state transition  561  is performed when initialization results in the failed condition for the initialization tasks and the ready condition for the steering actuator modules  228   a - 228   d  (SBW_STATUS==INIT_FAILED AND SAM_Status==READY). 
     In the manual steer-by-wire state  555 , the steering system controller  120  can perform a state transition  562  from the manual steer-by-wire state  555  to the manual state  553 . The state transition  562  is performed when it is determined, while the steering system controller  120  is in the manual steer-by-wire state  555 , that the failed condition for the steering actuator modules  228   a - 228   d  has been detected (SAM_Status==FAILED). The state transition  562  is also performed if power is no longer suppled to the steering system  226 . 
     In the manual steer-by-wire state  555 , the steering system controller  120  can perform a state transition  563  from the manual steer-by-wire state  555  to the manual degraded steer-by-wire state  557 . The state transition  563  is requires the steering actuator modules  228   a - 228   d  to be in the ready condition for the (SAM_Status==READY), and is performed when the manual steer-by-wire control mode has experienced a failure (SBW_Status==CM1_CTR_FAILED==1) or when the manual steer-by-wire control mode has experienced a been disabled (SBW_Status==CM1_CTR_DISABLED==1), such as by an external command. 
     In the manual steer-by-wire state  555 , the steering system controller  120  can perform a state transition  564  from the manual steer-by-wire state  555  to the automated steer-by-wire state  556 . The state transition  564  is performed in response to a request, which can be received at the steering system controller  120  from an external source, such as from the vehicle control module  114 . Prior to performing the state transition  564 , the steering system controller  120  checks a group of state entry conditions and only performs the state transition  564  if all of the conditions from the group of state entry transition conditions are satisfied. The state entry conditions for the state transition  564  require that the automated steer-by-wire control mode be in a ready condition (CM2_CTR_READY==1), that the steering wheel torque be lower than a threshold amount (T_SW&lt;TORQUE_THRESHOLD), that the steering wheel angle (θ_SW) deviates from a reference position (e.g., a neutral position or a position set by the steering system controller  120  using the force feedback motor  442 ) by less than a threshold amount (SBW_SteeringAngleDev&lt;ANGLE_THRESHOLD), that the human operator has not depressed the brake pedal (Brake NOT_PRESSED), that the ready condition for the steering actuator modules  228   a - 228   d  has been detected (SAM_Status==READY), and that an emergency manual override function is in the ready state such that it can allow the human operator to assume control of the vehicle if necessary (EMO_STATUS==READY). 
     In the automated steer-by-wire state  556 , the steering system controller  120  can perform a state transition  565  from the automated steer-by-wire state  556  to the manual steer-by-wire state  555 . The state transition  565  can be performed in response to a request, which can be received at the steering system controller  120  from an external source, such as from the vehicle control module  114 . The state transition  565  can also be performed in response to conditions detected while monitoring state transition variables from a group of state exit conditions while the steering system controller  120  is in the automated steer-by-wire state  556 . If any of the state exit conditions are satisfied, the state transition  565  is performed. In particular, the state transition  565  will be performed if the automated steer-by-wire control mode is disabled (CM2_CTR_DISABLED==1), if the automated steer-by-wire control mode has experienced a failure (CM2_CTR_FAILED==1), if the steering wheel torque is greater than or equal to a threshold amount (T_SW&gt;=TORQUE_THRESHOLD), if the steering wheel angle (θ_SW) deviates from the reference position by a threshold amount (SBW_SteeringAngleDev&gt;=ANGLE_THRESHOLD), if the human operator has depressed the brake pedal (Brake==PRESSED), if the failed condition for the steering actuator modules  228   a - 228   d  has been detected (SAM_Status==FAILED), or if an emergency manual override function is in the enabled state, which indicates that the human operator is attempting to assume control of the vehicle (EMO_STATUS==ENABLED). 
     In the automated steer-by-wire state  556 , the steering system controller  120  can perform a state transition  566  from the automated steer-by-wire state  556  to the manual state  553 . The state transition  566  is performed when the failed condition for the steering actuator modules  228   a - 228   d  has been detected (SAM_Status==FAILED). The state transition  566  is also performed if power is no longer suppled to the steering system  226 . 
     In the degraded manual steer-by-wire state  557 , the steering system controller  120  can perform a state transition  567  from the degraded manual steer-by-wire state  557  to the manual state  553 . The state transition  567  is performed when the failed condition for the steering actuator modules  228   a - 228   d  has been detected (SAM_Status==FAILED). The state transition  567  is also performed if power is no longer suppled to the steering system  226 . 
       FIG. 6  is a block diagram showing a steering actuator control function  668  that can be implemented by the steering system controller  120 . An input angle  669  representing a steering input from the human operator using the steering wheel  440  or other input device is received at an axle angle determination block  670 . The input angle  669  can be, as examples, the steering wheel angle (θ_SW) or the force feedback angle (θ_FF). 
     The axle angle determination block  670  determines and outputs a front axle road wheel angle and a rear axle road wheel angle. The front axle road wheel angle and the rear axle road wheel angle are each determined in part using a front axle steering ratio and a rear axle steering ratio, respectively, which specify a relationship between the magnitude of the steering angles at the front and rear of the vehicle  100 . The front axle road wheel angle and a rear axle road wheel angle are each determined in part based on vehicle dynamics such as vehicle speed, vehicle acceleration, and slip angle. These vehicle dynamics conditions serve as inputs for multi-variable, nonlinear functions that specify relationships between the magnitudes of steering angles and vehicle dynamics conditions. As an example, these functions can be in the form of a front dynamic ratio map and a rear dynamic ratio map, which allow determination of front and rear dynamic ratios. The front axle road wheel angle and a rear axle road wheel angle are then determined based on the input angle  669 , the front axle road wheel angle and the rear axle road wheel angle, respectively, and the front dynamic ratio and the rear dynamic ratio, respectively. This determination can be, for example, a multiplicative product of the inputs. 
     The front axle road wheel angle and a rear axle road wheel angle serve as inputs at a wheel angle determination block  671 . The wheel angle determination block  671  determines a front right wheel angle and a front left steering angle corresponding to the manual steering input based on the front axle road wheel angle. The wheel angle determination block  671  determines a rear right wheel angle and a rear left steering angle corresponding to the manual steering input based on the rear axle road wheel angle. The manual road wheel angles are determined so that the effective steering angle associated of the individual wheel angles, when combined, is equivalent to the per axle road wheel angles. The manual road wheel angles may be determined at the wheel angle determination block  671  using Ackerman geometry. 
     The manual road wheel angles from the wheel angle determination block  671  and external commands  672  are provided as inputs to a blending block  673 . In the manual steer-by-wire state  555 , and in the absence of a state transition command, the blending block  673  passes the manual road wheel angles from the wheel angle determination block  671  as outputs without modification. In the automated steer-by-wire state  556 , and in the absence of a state transition command, the blending block  673  passes external road wheel angles, which are received as part of the external commands  672 , as outputs without modification. 
     In response to receiving a state transition command among the external commands  672 , the blending block  673  determines blended road wheel angles based on the manual road wheel angles from the wheel angle determination block  671  and the external road wheel angles from the external commands  672 . The blending block  673  outputs blended road wheel angles by weighting the manual road wheel angles from the wheel angle determination block  671 , weighting the external road wheel angles from the external commands  672  and adding the weighted values. 
     During the state transition  564  from the manual steer-by-wire state  555  to the automated steer-by-wire state  556  the manual road wheel angles are initially weighted at one hundred percent and the external road wheel angles are initially weighted at zero percent. According to a blending function, the weightings change, until the manual road wheel angles are weighted at zero percent and the external road wheel angles are weighted at one hundred percent upon completion of the state transition  564  from the manual steer-by-wire state  555  to the automated steer-by-wire state  556 . In some implementations, a sum of a weighting value for the manual road wheel angles and a weighting value for the external road wheel angles is equal to one hundred percent at all times during the state transition  564  from the manual steer-by-wire state  555  to the automated steer-by-wire state  556 . 
     During the state transition  565  from the automated steer-by-wire state  556  to the manual steer-by-wire state  555  the manual road wheel angles are initially weighted at zero percent and the external road wheel angles are initially weighted at one hundred percent. According to the blending function, the weightings change until the manual road wheel angles are weighted at one hundred percent and the external road wheel angles are weighted at 100 percent upon completion of the state transition  565  from the automated steer-by-wire state  556  to the manual steer-by-wire state  555 . In some implementations, a sum of a weighting value for the manual road wheel angles and a weighting value for the external road wheel angles is equal to one hundred percent at all times during the state transition  565  from the automated steer-by-wire state  556  to the manual steer-by-wire state  555 . 
     The blending function determines the relative weightings for the manual and external commands based on one factor or based on a combination of factors. As one example, the blending function may be time-dependent. As another example, the blending function may be dependent upon torque applied at the steering wheel  440 . As another example, the blending function may be dependent upon a difference between the manual road wheel angles and the external road wheel angles. 
     The road wheel angles output by the blending block  673  serve as inputs to a kinematics and compliance compensation block  674 , where the road wheel angles are modified based on the kinematics of the road wheels  204   a - 204   d  and based on forces and moments acting on the road wheels  204   a - 204   d.    
     The road wheel angles output by the kinematics and compliance compensation block  674  serve as inputs to a command determination block  675 . The command determination block  675  uses a predefined function to convert the road wheel angles to actuator commands. The predefined function is based on the configurations for each of the steering actuator modules  228   a - 228   d . Actuator commands  676  that are output by the command determination block  675  cause the steering actuator modules  228   a - 228   d  to rotate the road wheels  204   a - 204   d  in accordance with the desired road wheel angles. 
       FIG. 7  is a block diagram showing a feedback control function  777  that can be implemented by the steering system controller  120 . An input angle  778  representing a steering input from the human operator using the steering wheel  440  or other input device is received at a torque component determination block  779 . The input angle  778  can be, as examples, the steering wheel angle (θ_SW) or the force feedback angle (θ_FF). Multiple feedback models  780  are also received as inputs at the torque component determination block. 
     Each feedback model is used by the torque component determining block  779  to determine a torque component. The feedback models  780  utilize the input angle  778  in their respective torque component determinations, and also utilize other information that relates to operation of the vehicle  100 . This information can include vehicle speed, various vehicle dynamics states and measurements such as lateral acceleration and yaw rate, and forces and torques acting upon the steering actuator modules  228   a - 228   d  as a result of contact of the road wheels  204   a - 204   d  with, as examples, potholes, curbs, or rough pavement. 
     The feedback models  780  can include a road feel force model that outputs a road feel torque component based on the input angle  778 , vehicle states, and forces and torques acting upon the steering actuator modules  228   a - 228   d . The road feel force model can be based on a three-dimensional look up table as a function of vehicle traveling speed and lateral acceleration that gives a coefficient value for each of the steering actuator modules  228   a - 228   d . The coefficients are applied to the respective measured or estimated torques at each of the steering actuator modules  228   a - 228   d  and the resulting values are summed to give the road feel torque component. A filter can be applied to the road feel torque component based on the undamped natural frequency of the system and a damping ratio using, for example, a three dimensional look-up table as a function of vehicle traveling speed and lateral acceleration. 
     A yaw rate feedback model and a side slip feedback model can each contribute torque components using three-dimensional look up tables as a function of vehicle traveling speed and lateral acceleration. The look up tables are used to define coefficients that are applied to the yaw rate and side-slip angle, respectively, to define a yaw torque component and a side-slip torque component. 
     The feedback models  780  can include a damping feel model that emulates the sensation of damping. The damping feel model can be implemented, for example, using a look-up table as a function of vehicle speed and lateral acceleration. 
     The feedback models  780  can include a friction feel model that emulates the sensation of mechanical friction. The friction feel model can be implemented, for example, using a look-up table as a function of vehicle traveling speed and lateral acceleration. 
     The feedback models  780  can include a hysteresis feel model that emulates the hysteresis that is present in a mechanical system. The hysteresis feel model can be implemented, for example, using a look-up table as a function of vehicle traveling speed and lateral acceleration. 
     The feedback models  780  can include a self-centering model that emulates the tendency of a mechanical steering system to rotate the steering wheel toward a centered position. The self-centering model can be implemented, for example, using a look-up table as a function of vehicle traveling speed and steering wheel angle. 
     The torque components determined by the torque component determining block  779  are output and combined with a steering wheel torque value  781  that is representative of the torque applied at the steering wheel  440 . For example, the steering wheel torque value  781  can be the steering wheel torque (T_SW). The torque components are applied in opposition to the direction of the steering wheel torque value at summing block  782 . The result is output as a feedback torque  783 . The feedback torque  783  can be applied directly using the feedback motor  442  as the force feedback torque (T_FF), or the feedback torque  783  can be subsequently adjusted or filtered before being applied by the force feedback motor  442 . 
     In operation, the feedback control function  777  can be implemented by the steering system  226  of the vehicle  100 , and includes receiving a steering wheel angle value that represents a manual steering input at a steering wheel, such as the steering wheel  440 , and a steering wheel torque that represents manually-applied steering torque at the steering wheel, as well as receiving steering actuator information describing operating conditions for steering actuators, such as the steering actuator modules  228   a - 228   d . Implementation of the feedback control function  777  further includes determining component torques for each of the steering actuators (e.g., the steering actuator modules  228   a - 228   d ) using one or more of the feedback models  780  based on the steering actuator information and the steering wheel angle value, determining a feedback torque based on the component torques and the steering wheel torque, and applying the feedback torque to the steering wheel using a feedback actuator, such as the force feedback motor  442 . 
       FIG. 8  is a flowchart showing a steering system state transition process  800  according to a first example. The steering system state transition process  800  may be implemented using the steering system  226 , and may be implemented in part by software executed by some or all of the components of the vehicle  100 , such as the vehicle control module  114  and the steering system controller  120 . 
     In operation  801 , the steering system  226  of the vehicle  100  is operated in a first control state. The first control state can be a manual control state in which primary control of the steering system  226  is directed by a human operator, such as the manual steer-by-wire state  555 . Manual control can be performed using an input device that controls steering angles applied to the road wheels  204   a - 204   d  by the steering system  226 . As an example, the input device can be the steering wheel  440 . In the first control state, operation of the input device does not cause a state change from the first state to a different state. 
     In operation  802 , the steering system  226  determines that a state change from the first state to a second state should be performed. As one example, the steering system  226  determines that the state change from the first state to the second state should be performed upon receiving a request for a state change from the vehicle control module  114 . The second control state can be a non-manual control state in which no human operator within the vehicle  100  has primary responsibility for operation of the vehicle steering. As examples, the second control state can be an automated vehicle control state or a remote control state such as the automated steer-by-wire state  556 . 
     In operation  803 , the steering system  226  obtains information describing a first group of state transition conditions that correspond to transition from the first control state to the second control state and values corresponding to each of the state transition conditions. The state transition conditions can be, as examples, variables having values that describe current operating states or characteristics of the vehicle  100  or variables that express a measurement that is related to operation of the vehicle  100  or a system of the vehicle  100 . 
     In operation  804 , the steering system  226  determines whether all conditions from the first group of state transition conditions are satisfied. If all conditions from the first group of state transition conditions are satisfied, the process proceeds to operation  805 , otherwise, the process returns to operation  801  and the vehicle  100  continues to operate in the first control state. 
     In operation  805 , the steering system  226  operates the vehicle  100  in the second control state. In operation  806 , the steering system  226  obtains information describing a second group of state transition conditions that correspond to transition from the second control state to the first control state. At operation  807 , the process returns to operation  805  if none of the conditions from the second group of state transition conditions are satisfied, and the process returns to operation  801  by transitioning the vehicle  100  back to the first control state if any of the conditions from the second group of state transition conditions are satisfied. 
       FIG. 9  is a flowchart showing a steering system state transition process  900  according to a second example. The steering system state transition process  800  may be implemented using the steering system  226 , and may be implemented in part by software executed by some or all of the components of the vehicle  100 , such as the vehicle control module  114  and the steering system controller  120 . 
     In operation  901 , the steering system  226  of the vehicle  100  is operated in a first control state. The first control state is a manual control state in which primary control of the steering system  226  is directed by a human operator, such as the manual steer-by-wire state  555 . Manual control can be performed using an input device that controls a magnitude of a steering angles applied to the road wheels  204   a - 204   d  by the steering system  226 . As an example, the input device can be the steering wheel  440 . In the first control state, operation of the input device does not cause a state change from the first state to a different state. 
     In operation  902 , the steering system  226  initiates a state transition from the first control state to a second control state. The state transition is initiated when the steering system  226  determines that a state change from the first control state to a second control state should be performed. As one example, the steering system  226  determines that the state change from the first control state to the second control state should be performed upon receiving a request for a state change from the vehicle control module  114 . The second control state can be a non-manual control state in which no human operator within the vehicle has primary responsibility for operation of the vehicle steering, such as an automated vehicle control state or a remote control state such as the automated steer-by-wire state  556 . 
     In operation  903 , manual steering angles and automated steering angles are obtained. The manual steering angles indicate wheel angles corresponding to operation of an input device, such as the steering wheel  440 , by the human operator. The automated steering angles are determined by an automated system that can be external to the steering system  226 , such as automated control software executed by the vehicle control module  114  or based on commands from a remote location. 
     In operation  904  blended steering angles are determined based on the manual steering angles and the automated steering angles using a blending function. The blending function can apply weights to the manual steering angles and the automated steering angles and sum the weighted values. During the state transition, the blended angles change over time, by decreasing the weighting of the manual steering angles and increasing the weighting of the automated steering angles such that, initially, the manual steering angles are weighted at one hundred percent, which decreases to zero percent as the weighting of the automated steering angles increases from zero percent to one hundred percent. This transition can be time dependent, steering input dependent, or dependent on any other information associated with operation of the steering system  226 . The state transition can occur during a transition time period, which may be predetermined or dependent upon factors such as vehicle operating characteristics. In some implementations, a sum the weighting applied to the manual steering angles and the weighting applied to the automated steering angles is equal to one hundred percent at all times during the transition. As an example, operation  904  can be performed in the manner described with respect to the blending block  673  of the steering actuator control function  668 . 
     In operation  905 , the steering actuators are controlled using the blended steering angles until the state transition is completed. Then, the process proceeds to operation  906  where the steering system  226  operates the vehicle  100  in the second control state. 
     In operation  907 , the steering system  226  initiates a state transition from the second control state to the first control state. The state transition is initiated when the steering system  226  determines that a state change from the second state to the first state should be performed. In operation  908 , manual steering angles and automated steering angles are obtained. 
     In operation  909  blended steering angles are determined based on the manual steering angles and the automated steering angles using a blending function. The blending function can apply weights to the manual steering angles and the automated steering angles and sum the weighted values. During the state transition, the blended angles change over time, by decreasing the weighting of the automated steering angles and increasing the weighting of the manual steering angles such that, initially, the automated steering angles are weighted at one hundred percent, which decreases to zero percent as the weighting of the manual steering angles increases from zero percent to one hundred percent. This transition can be time dependent, steering input dependent, or dependent on any other information associated with operation of the steering system  226 . The state transition can occur during a transition time period, which may be predetermined or dependent upon factors such as vehicle operating characteristics. In some implementations, a sum of the weighting applied to the manual steering angles and the weighting applied to the automated steering angles is equal to one hundred percent at all times during the transition. As an example, operation  909  can be performed in the manner described with respect to the blending block  673  of the steering actuator control function  668 . 
     In operation  910 , the steering actuators are controlled using the blended steering angles until the state transition is completed. Then, the process returns to operation  901  where the steering system  226  operates the vehicle  100  in the first control state.

Metadata:
Filing Date: 20200909
Publication Date: 20220628
Grant Date: 20220628
Priority Date: 20170411
Inventors: KATZOURAKIS, Diomidis
MEES, HUIBERT
CHOIN, PAUL W.
Assignee: APPLE INC
CPC Classifications: [{"code": "B62D5/0487", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/003", "inventive": true, "first": true, "tree": "[]"}, {"code": "B62D15/025", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/001", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D6/02", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D6/08", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/003", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D6/007", "inventive": true, "first": true, "tree": "[]"}, {"code": "B62D5/046", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/0487", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/003", "inventive": true, "first": true, "tree": "[]"}, {"code": "B62D6/08", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/046", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D6/02", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 72614905