PATENT DOCUMENT

Publication Number: US-10996673-B1
Application Number: US-202017015711-A
Country: US
Kind Code: B1

Title: Manual override

Abstract:
A method of control includes operating in autonomous mode and steering according to a tracking angle. The method also includes receiving a torque signal indicating a measured torque being applied to a steering control device and determining a difference between an expected torque and the measured torque, and based on a direction of the expected torque, the direction of the measured torque, and the difference between the two, switching from autonomous mode of operation to manual mode operation.

Claims:
What is claimed is: 
     
       1. A method for controlling a vehicle comprising:
 operating the vehicle in autonomous mode; 
 moving a steering control device according to a tracking angle; 
 receiving a torque signal indicating a measured torque being applied to the steering control device and a direction of the measured torque; 
 determining a difference between an expected torque and the measured torque, wherein the expected torque is a torque value expected in response to moving the steering control device according to the tracking angle; 
 determining whether the vehicle is in a first torque condition based on a direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the vehicle is in the first torque condition, overriding the autonomous mode of the vehicle and operating the vehicle in a manual mode. 
 
     
     
       2. The method of  claim 1 , wherein determining whether the vehicle is in the first torque condition includes:
 comparing the difference between the expected torque and the measured torque to a threshold; 
 determining whether a driver torque applied to the steering control device follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the difference between the expected torque and the measured torque is greater than the threshold and the direction of the driver torque resists the direction of the expected torque, determining that the vehicle is in the first torque condition. 
 
     
     
       3. The method of  claim 1 , further comprising:
 receiving an angle signal indicating an angle of the steering control device; and 
 determining whether to override the autonomous mode based on an expected angle and the angle of the steering control device. 
 
     
     
       4. The method of  claim 3 , wherein determining whether to override the autonomous mode includes overriding the autonomous mode and operating the vehicle in the manual mode when a difference between the tracking angle and the angle of the steering control device remains greater than an angle threshold for a predetermined period of time. 
     
     
       5. The method of  claim 1 , further comprising:
 determining whether the vehicle is in a second torque condition based on the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque. 
 
     
     
       6. The method of  claim 5 , wherein determining whether the vehicle is in the second torque condition comprises:
 comparing an absolute value of the difference between the expected torque and the measured torque to a threshold; 
 determining whether a direction of a driver torque applied to the steering control device follows or resists the direction of the expected torque, the direction of the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the absolute value of the difference between the expected torque and the measured torque is greater than the threshold and the direction of the driver torque follows the direction of the expected torque, determining that the vehicle is in the second torque condition. 
 
     
     
       7. The method of  claim 6 , further comprising:
 when the vehicle is in the second torque condition, determining whether the vehicle remains in the second torque condition for a predetermined period of time; and 
 when the vehicle remains in the second torque condition for the predetermined period of time, overriding the autonomous mode of the vehicle and operating the vehicle in the manual mode. 
 
     
     
       8. The method of  claim 1 , further comprising:
 determining whether the vehicle is in a third torque condition based on the difference between the expected torque and the measured torque. 
 
     
     
       9. The method of  claim 8 , wherein determining that the vehicle is in the third torque condition includes:
 comparing the difference between the expected torque and the measured torque to a threshold; and 
 when the difference between the expected torque and the measured torque is less than the threshold, determining that the vehicle is in the third torque condition. 
 
     
     
       10. The method of  claim 9 , further comprising:
 determining whether a direction of a driver torque applied to the steering control device follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the vehicle is in the third torque condition and the direction of the measured torque follows the direction of the expected torque:
 determining a smoothing factor based on the difference between the measured torque and the expected torque; 
 determining a smoothed torque based on the expected torque and the smoothing factor; and 
 applying the smoothed torque to the steering control device. 
 
 
     
     
       11. A steering system of a vehicle that can be operated autonomously or manually, the steering system comprising:
 a steering control device; 
 a motor that is configured to apply a torque to the steering control device; 
 a torque sensor that outputs a signal indicating an amount of torque being applied to the steering control device; and 
 a steering controller in communication with the torque sensor and the motor, the steering controller being configured to:
 operate the vehicle in an autonomous mode, 
 instruct the motor to move the steering control device according to a tracking angle, 
 receive a torque signal indicating a measured torque being applied to the steering control device and a direction of the measured torque, 
 determine a difference between an expected torque and the measured torque, wherein the expected torque is a torque value expected in response to moving the steering control device according to the tracking angle, 
 determine whether the vehicle is in a first torque condition based on the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque, and 
 override the autonomous mode of the vehicle and operating the vehicle in a manual mode when the vehicle is in the first torque condition. 
 
 
     
     
       12. The steering system of  claim 11 , wherein determining whether the vehicle is in the first torque condition includes:
 comparing the difference between the expected torque and the measured torque to a threshold; 
 determining whether a direction of a driver torque applied to the steering control device follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the difference between the expected torque and the measured torque is greater than the threshold and the direction of the driver torque resists the direction of the expected torque, determining that the vehicle is in the first torque condition. 
 
     
     
       13. The steering system of  claim 11 , further comprising:
 an angle sensor that outputs an angle signal indicating an angle of the steering control device, 
 wherein the steering controller is further configured to receive the angle signal from the angle sensor and determine whether to override the autonomous mode based on an expected angle and the angle of the steering control device. 
 
     
     
       14. The steering system of  claim 13 , wherein determining whether to override the autonomous mode includes overriding the autonomous mode and operating the vehicle in the manual mode when a difference between the tracking angle and the angle of the steering control device remains greater than an angle threshold for a predetermined period of time. 
     
     
       15. The steering system of  claim 11 , wherein the steering controller is further configured to determine whether the vehicle is in a second torque condition based on the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque. 
     
     
       16. The steering system of  claim 15 , wherein determining whether the vehicle is in the second torque condition comprises:
 comparing the difference between the expected torque and the measured torque to a threshold; 
 determining whether a direction of a driver torque applied to the steering control device by a driver follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the difference between the expected torque and the measured torque is greater than the threshold and the direction of the driver torque follows the direction of the expected torque, determining that the vehicle is in the second torque condition. 
 
     
     
       17. The steering system of  claim 16 , wherein the steering controller is further configured to:
 determine whether the vehicle remains in the second torque condition for a predetermined period of time, upon determining that interaction between the driver and the steering control device is active; and 
 when the vehicle remains in the second torque condition for the predetermined period of time, overriding the autonomous mode of the vehicle and operating the vehicle in the manual mode. 
 
     
     
       18. The steering system of  claim 11 , wherein the steering controller is further configured to determine whether the vehicle is in a third torque condition based on the difference between the expected torque and the measured torque. 
     
     
       19. The steering system of  claim 18 , wherein determining that the vehicle is in the third torque condition includes:
 comparing the difference between the expected torque and the measured torque to a threshold; and 
 when the difference between the expected torque and the measured torque is less than the threshold, determining that the vehicle is in the third torque condition. 
 
     
     
       20. The steering system of  claim 19 , wherein the steering controller is further configured to:
 determine whether a direction of a driver torque follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the vehicle is in the third torque condition and the direction of the measured torque follows the direction of the expected torque:
 determine a smoothing factor based on the difference between the measured torque and the expected torque, 
 determine a smoothed torque based on the expected torque and the smoothing factor, and 
 apply the smoothed torque to the steering control device. 
 
 
     
     
       21. A non-transitory computer-readable storage device having program instructions that, when executed by one or more processors, cause the one or more processors to perform operations, the operations comprising:
 operating a vehicle in autonomous mode; 
 moving a steering control device of the vehicle according to a tracking angle; 
 receiving a torque signal indicating a measured torque being applied to the steering control device and a direction of the measured torque; 
 determining a difference between an expected torque and the measured torque, wherein the expected torque is a torque value expected in response to moving the steering control device according to the tracking angle; 
 determining whether the vehicle is in a first torque condition based on a direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the vehicle is in the first torque condition, overriding the autonomous mode of the vehicle and operating the vehicle in a manual mode. 
 
     
     
       22. The method of  claim 21 , wherein determining whether the vehicle is in the first torque condition includes:
 comparing the difference between the expected torque and the measured torque to a threshold; 
 determining whether a driver torque applied to the steering control device follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the difference between the expected torque and the measured torque is greater than the threshold and the direction of the driver torque resists the direction of the expected torque, determining that the vehicle is in the first torque condition. 
 
     
     
       23. The method of  claim 21 , further comprising:
 receiving an angle signal indicating an angle of the steering control device; and 
 determining whether to override the autonomous mode based on an expected angle and the angle of the steering control device, 
 wherein determining whether to override the autonomous mode includes overriding the autonomous mode and operating the vehicle in the manual mode when a difference between the tracking angle and the angle of the steering control device remains greater than an angle threshold for a predetermined period of time. 
 
     
     
       24. The method of  claim 21 , further comprising:
 determining whether the vehicle is in a second torque condition based on the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque, 
 wherein determining whether the vehicle is in the second torque condition comprises:
 comparing an absolute value of the difference between the expected torque and the measured torque to a threshold, 
 determining whether a direction of a driver torque applied to the steering control device follows or resists the direction of the expected torque, the direction of the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque, 
 when the absolute value of the difference between the expected torque and the measured torque is greater than the threshold and the direction of the driver torque follows the direction of the expected torque, determining that the vehicle is in the second torque condition, 
 when the vehicle is in the second torque condition, determining whether the vehicle remains in the second torque condition for a predetermined period of time, and 
 when the vehicle remains in the second torque condition for the predetermined period of time, overriding the autonomous mode of the vehicle and operating the vehicle in the manual mode. 
 
 
     
     
       25. The method of  claim 21 , further comprising:
 determining whether the vehicle is in a third torque condition based on the difference between the expected torque and the measured torque, wherein determining that the vehicle is in the third torque condition includes:
 comparing the difference between the expected torque and the measured torque to a threshold, and 
 when the difference between the expected torque and the measured torque is less than the threshold, determining that the vehicle is in the third torque condition; 
 
 determining whether a direction of a driver torque applied to the steering control device follows or resists the direction of the expected torque, the driver torque being determined from the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and 
 when the vehicle is in the third torque condition and the direction of the measured torque follows the direction of the expected torque:
 determining a smoothing factor based on the difference between the measured torque and the expected torque, 
 determining a smoothed torque based on the expected torque and the smoothing factor, and 
 applying the smoothed torque to the steering control device.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/143,957, filed on Sep. 27, 2018, which claims priority to and the benefit of U.S. Provisional Patent Application No. 62/564,324, filed Sep. 28, 2017, the entire disclosures of which are incorporated by reference herein. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates systems and methods for determining when to override autonomous steering mode of a vehicle to a manual steering mode. 
     BACKGROUND 
     Autonomous vehicles are configured to control various operations, such as acceleration, braking, and steering, without human input. The autonomous vehicle may require or allow a human operator to take control in different circumstances, for example, when the human operator desires to override autonomous operations or simply desires to drive the vehicle. 
     SUMMARY 
     In one implementation, a steering system is provided for an autonomous vehicle, which can be operated autonomously or manually. The steering system includes a steering wheel, a steering shaft, a steering wheel motor, a torque sensor, and a steering controller. The steering shaft is coupled to the steering wheel. The steering wheel motor is coupled to the steering shaft and is configured to apply a torque to the steering shaft. The torque sensor is coupled to the steering shaft and outputs a signal indicating an amount of torque being applied to the steering shaft. The steering controller is in communication with the torque sensor and the steering wheel motor. The steering controller is configured to: operate a vehicle in autonomous mode; receive an instruction to adjust a trajectory of the vehicle; instruct the steering wheel motor to apply a requested torque to the steering shaft of the vehicle, the requested torque rotating the steering wheel in a direction of the requested torque to a tracking angle relative to a reference position of the steering wheel; receive a torque signal indicating an amount of measured torque being applied to the steering shaft and a direction of the measured torque; determine a difference between an expected torque and the measured torque, wherein the expected torque is a torque value expected to be indicated by the torque signal given the requested torque; determine whether the vehicle is in a first torque condition based on the direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and override the autonomous mode of the vehicle and operating the vehicle in a manual mode when the vehicle is in the first torque condition. 
     In another implementation, a method is provided for controlling a vehicle, which includes: operating a vehicle in autonomous mode, wherein operating the vehicle in autonomous mode includes receiving an instruction to adjust a trajectory of the vehicle; applying a requested torque to a steering shaft of the vehicle, the steering shaft being connected to a steering wheel of the vehicle and the requested torque being for rotating the steering wheel in a direction of the requested torque to a tracking angle relative to a reference position of the steering wheel; receiving a torque signal indicating an amount of measured torque being applied to the steering shaft and a direction of the measured torque; determining a difference between an expected torque and the measured torque, wherein the expected torque is a torque value expected to be indicated by the torque signal given the requested torque; determining whether the vehicle is in a first torque condition based on a direction of the expected torque, the direction of the measured torque, and the difference between the expected torque and the measured torque; and when the vehicle is in the first torque condition, overriding the autonomous mode of the vehicle and operating the vehicle in a manual mode. 
     In another implementation, a method is provided for controlling a vehicle, which includes: operating a vehicle in autonomous mode, wherein operating the vehicle in autonomous mode includes receiving an instruction to adjust a trajectory of the vehicle; applying a requested torque to a steering shaft of the vehicle, the steering shaft being connected to a steering wheel of the vehicle and the requested torque being for rotating the steering wheel in a direction of the requested torque to a tracking angle relative to a reference position of the steering wheel; receiving a torque signal indicating an amount of measured torque being applied to the steering shaft and a direction of the measured torque; receiving an angle signal indicating a measured angle of the steering wheel with respect to a reference position of the steering wheel; and determining whether to override the autonomous mode based on an expected angle for the tracking angle and the measured angle. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  is a schematic that illustrates an example set of components of a vehicle steering system. 
         FIG. 1B  is a schematic that illustrates an example set of components of a steering controller. 
         FIGS. 2A-2C  are schematics that illustrate examples of different angles of a steering wheel. 
         FIGS. 3A-3C  are schematics that illustrate examples of different torques being applied to a steering wheel. 
         FIG. 4  is a flow chart illustrating a set of operations of a method for determining whether to override an autonomous mode of a vehicle. 
         FIG. 5  is a flow chart illustrating a set of operations of a method for determining whether a vehicle is in a first torque condition. 
         FIG. 6  is a flow chart illustrating a set of operations of a method for determining whether a vehicle is in a second torque condition. 
         FIG. 7  is a flow chart illustrating a set of operations of a method for determining whether a vehicle is in a third torque condition. 
         FIG. 8  is a flow chart illustrating a set of operations of a method for determining whether to override an autonomous mode of a vehicle based on a measured angle and a tracking angle. 
     
    
    
     DETAILED DESCRIPTION 
     An autonomous vehicle may refer to any vehicle that may be controlled in an autonomous manner. Autonomous vehicles may be fully autonomous or semi-autonomous. An autonomous vehicle may require or permit a human operator (referred to as a “passenger” or “driver”) to sit in front of the steering wheel. The vehicle may operate in an autonomous mode or a manual mode. When in autonomous mode, the vehicle may be tasked with controlling the speed and trajectory of the vehicle (amongst other tasks). The driver may take over control of the vehicle and may operate the vehicle in a manual mode. When the driver feels that the vehicle is making the wrong decision, desires to change the course of the vehicle, or merely wishes to drive the vehicle for pleasure, the driver may override an autonomous mode of the vehicle, which switches the vehicle to manual mode. For example, the vehicle may embark on the wrong route and the driver may wish to correct the route of the vehicle. In another example, the driver may simply want to start driving the vehicle. In yet another example, the driver may be uncomfortable with the manner by which the vehicle is driving and may wish to override the autonomous mode of the vehicle. In such situations, it is beneficial for the vehicle to be configured to allow the user to efficiently switch from autonomous mode to a manual mode. Furthermore, it is also beneficial for the transition to be handled in a manner that provides the least disturbance for the passengers in the vehicle and the other vehicles on the road. 
     As will be discussed below, systems and methods for enabling a driver to override an autonomous mode of the vehicle are presented. Overriding the autonomous mode may refer to the situation where the driver instructs the autonomous vehicle that he or she intends on taking over control of the vehicle. The driver may apply a torque to the steering wheel, thereby notifying the vehicle of an intention to override the autonomous mode of the vehicle. In operation, the vehicle takes into consideration the magnitude and direction of torque applied by the driver to the steering wheel to determine the driver&#39;s intention. In autonomous mode, the vehicle may move the steering wheel to track the direction of the vehicle (e.g., to visually indicate to the user the direction of the vehicle), which is considered when assessing the magnitude and the direction of the driver torque applied to the steering wheel  100 . 
     In making these determinations, the vehicle determines if the vehicle is in a first torque condition (e.g., the driver&#39;s interaction with the steering wheel is “super active”), a second torque condition (e.g., the driver&#39;s interaction is “active”), or a third torque condition (e.g., the driver&#39;s interaction is “not active”). A torque condition may refer to the sensed interaction between the driver and the steering wheel relative to an expected torque related to tracking direction with the steering wheel. In response to determining that the vehicle is in the first torque condition, the vehicle overrides the autonomous mode and turns over control to the driver with no other conditions. In response to determining that the vehicle is in the second torque condition, the vehicle continues in autonomous mode and continues to monitor the current condition of the vehicle for a predetermined time period. If the condition remains for the duration of the predetermined time period, the vehicle switches to manual mode. In response to determining that the vehicle is in the third torque condition, the vehicle continues to operate in autonomous mode. Additionally or alternatively, the vehicle takes into consideration the difference between a tracking angle of the steering wheel and the measured angle of the steering wheel, and the amount of time that the steering wheel remains at the measured angle to determine the driver&#39;s intention. 
       FIG. 1A  illustrates an example steering system  10  of an autonomous vehicle. The steering system  10  includes a steering wheel  100 , a steering shaft  102 , a torque sensor  104 , an angle sensor  106 , a steering wheel motor  108 , a transform component  110 , and a steering controller  120 . The steering system  10  includes other components not shown herein. For example, the steering system  10  includes tires and a steering linkage, the orientation of which are controlled by the steering system  10 . The steering wheel  100  is coupled to the steering shaft  102 . The transform component  110  may be any mechanism (e.g., a rack and pinion arrangement) that transforms the rotational motion of the steering shaft  102  into a linear translation of the steering linkage. The steering system  10  may, for example, be a “steer-by-wire” configuration, whereby the rotational movement of the steering wheel  100  is transformed into a signal that is communicated electronically to the transform component  110 , which in turn moves the steering linkage and the tires. The steering system  10  may also selectively mechanically connect the steering shaft  102  to the transform component  112 , for example, via a secondary shaft  103 . The steering controller  120  includes one or more suitable computing devices (e.g., comprising a processor, memory, storage, bus, and communications interface), which is in communication with the torque sensor  104 , the angle sensor  106 , the steering wheel motor  108 , and/or he transform component  110  for receiving, processing, and/or sending signals according software programming for executing the components of the controller  120  or otherwise performing the methods described hereon. 
     The steering wheel motor  108  is coupled to the steering shaft  102  and is controlled by the steering controller  120 . The torque sensor  104  and the angle sensor  106  may be coupled to the steering shaft  102 . The torque sensor  104  outputs a torque signal that indicates an amount of torque being applied to the steering shaft  102  (which is referred to as a “measured torque”). The measured torque reflects the combination of the torque being applied to the steering shaft  102  by the steering wheel motor  108 , the torque being applied by the driver via the steering wheel  100 , and/or any other torque forces that are applied to the steering shaft  102 . Such other forces may include friction and reaction torque from components that are accelerated by the steering wheel motor  108  and/or the driver. The torque sensor  104  may, for example, be a torsion bar torque sensor by which torque is transferred between the steering wheel motor  108  and the steering shaft  102 /steering wheel  100 . In other embodiments, the torque sensor  104  may be any other suitable type of torque sensor in any other suitable location (e.g., between the steering shaft  102  and the steering wheel  100 ). 
     The angle sensor  106  outputs an angle signal that indicates an angle of the steering shaft  102 /steering wheel  100  in relation to a rest position of the steering wheel  100  (which is referred to as a “measured angle”). The rest position of the steering wheel  100  may refer to any suitable reference position of the steering wheel  100 . For instance, in some implementations the steering wheel  100  may be considered at the rest position when it is in a position that corresponds to driving in a straight path (e.g., the “12 O&#39;clock” orientation). In some implementations, the torque sensor  104  and the angle sensor  106  are implemented in a single sensor. 
     When in autonomous mode, the steering controller  120  controls the trajectory of the vehicle. Controlling the trajectory of the vehicle may include controlling the orientation of the tires of the vehicle. In some implementations, the steering controller  120  receives a command to perform an action. An action may include changing the orientation of the tires to a certain angle (referred to as a “tire angle”). In response, the command, the steering controller  120  may control the steering system  10  to turn the tires to the tire angle. 
     With the steering system  10  configured as a steer-by-wire system, the steering system  10  may also turn the steering wheel  100  to visually indicate a direction of the vehicle, which may be referred to as tracking. In these implementations, the steering controller  120  instructs the steering wheel motor  108  to apply a requested torque to the steering shaft  102  to turn the steering wheel  100  for purposes of informing the driver of the vehicle&#39;s trajectory. In these implementations, the steering controller  120  may determine a tracking angle of the steering wheel  100 . The tracking angle may refer to an angle of the steering wheel  100  that corresponds to a trajectory of the vehicle. For example, if the steering controller  120  determines that the car is to veer slightly to the left, the steering controller  120  may determine that the steering wheel  100  is to be slightly turned to the left to the tracking angle. In these implementations, the requested torque is the torque that is requested by the steering controller  120  to be output by the steering wheel motor  108  to turn the steering wheel  100  to the tracking angle. In response to the instruction, the steering wheel motor  108  outputs the requested torque, thereby turning the steering shaft  102  and the steering wheel  100  to the tracking angle absent error or other interference (e.g., the driver does not interact with the steering wheel  100 ). 
     The torque sensor  104  outputs a measured torque. The measured torque is the torque being applied to the steering shaft  102 . The measured torque results from a combination of the requested torque that is applied to the steering shaft  102  by the steering wheel motor  108 , a torque applied by the driver to the steering wheel  100 , and/or any other forces that may be acting on the steering wheel  100  and/or the steering shaft  102  (as referenced above). The angle sensor  106  may output a measured angle, which is the angular displacement of the steering wheel  100  with respect to a reference position (e.g., “12 O&#39;clock”) of the steering wheel  100 . Thus, the measured angle is the angle of the steering wheel  100  resulting from the forces applied to the steering wheel  100  and/or the steering shaft by the driver, the steering wheel motor  108 , and/or any other source of force. 
     In manual mode, a driver applies a torque to the steering wheel  100  to turn the steering shaft  102 . In response to the torque, the transform component  110  transforms the rotational motion of the steering shaft  102  to a linear translation of the steering linkage of the vehicle. In the steer-by-wire system, for example, the turning of the steering wheel  100  may result in a signal that is communicated to the transform component  110  that indicates a degree by which the tires are to be turned. In these implementations, the transform component  110  receives the signal and adjusts the tires in accordance with the received signal. 
     The steering controller  120  controls the steering system  10  when the vehicle is in autonomous mode. The steering controller  120  further determines when the driver intends on overriding the autonomous mode into manual mode. The steering controller  120  may control the steering wheel motor  108  and/or the transform component  112 . Furthermore, the steering controller  120  may receive sensor signals from the torque sensor  104  and/or the angle sensor  106 . 
       FIG. 1B  illustrates an example steering controller  120  according to some implementations of the present disclosure. The steering controller  120  may include an autonomous override  122 , an angle error determiner  124 , a torque error determiner  126 , a smoothing determiner  128 , and an autonomous mode controller  130 . The steering controller  120  may include additional and/or alternative components. 
     The autonomous mode controller  130  controls the steering system  10  when the vehicle is in autonomous mode. The autonomous mode controller  130  may receive commands from an upstream vehicle component indicating an action to perform. The action may indicate a tire angle and/or a tracking angle. The tire angle indicates the desired orientation of the tires. In response to the tire angle, the autonomous mode controller  130  may command the transform component  110  to laterally translate the steering linkage of the vehicle by an amount corresponding to the tire angle. 
     The autonomous mode controller  130  is further configured to control the steering wheel  100  when the vehicle is in autonomous mode. By controlling the steering wheel  100  when the vehicle is autonomous mode, the driver is made aware of the steering actions being performed by the vehicle. In this way, if the driver wishes to override the autonomous mode, the driver is aware of the current trajectory of the vehicle and any corrective action taken by the driver is made with an idea of the current orientation of the vehicle. In some implementations, the autonomous mode controller  130  may receive the tracking angle in the request. In other implementations, the autonomous mode controller  130  may derive the tracking angle from the tire angle. Alternatively, the autonomous mode controller  130  may look up the tracking angle in a lookup table using the tire angle. The tracking angle indicates an angle relative to the rest position of the steering wheel  100  by which to displace the steering wheel  100 . 
       FIG. 2A  illustrates a steering wheel  100  being controlled by the autonomous mode controller  130 . In the illustrated example, the vehicle is being commanded to turn slightly to the left. In response, the autonomous mode controller  130  determines the tracking angle, θ, and commands the steering wheel motor  108  to rotate the steering shaft  102  accordingly. In response to the command, the steering wheel motor  108  applies the torque to the steering shaft  102 , thereby rotating the steering wheel  100  such that the steering wheel  100  is angularly displaced to the tracking angle, θ. 
     In order to set the steering wheel  100  to a tracking angle, the autonomous mode controller  130  may determine a requested torque. The requested torque is the torque that is to be applied by the steering wheel motor  108  to the steering shaft  102  to turn the steering wheel  100  to the tracking angle. The autonomous mode controller  130  may determine the requested torque in any suitable manner. For instance, the autonomous mode controller  130  may utilize a lookup table that associates tracking angles and torques. In other implementations, the autonomous mode controller  130  may utilize a function that that outputs a torque value given the current angle of the steering wheel  100  and the tracking angle. In response to determining the requested torque, the autonomous mode controller  130  may command the steering wheel motor  108  to apply the requested torque to the steering shaft  102 . 
     The autonomous override  122  determines whether to override the autonomous mode based on input received from the angle error determiner  124  and/or the torque error determiner  126 . Based on the input from the torque error determiner  126 , the autonomous override  122  determines whether the vehicle is in a first torque condition, a second torque condition, or a third torque condition. The different torque conditions may correspond to different interactions between the driver and the steering wheel  100  (e.g., where the interaction with the driver is active, super active, or not active). In the case the user is not active, the autonomous override  122  does not override the autonomous mode and the vehicle continues to operate autonomously. If the autonomous override  122  determines that the vehicle is in a first torque condition (e.g., the interaction between the driver and the steering wheel  100  is super active), the autonomous override  122  overrides the autonomous mode, thereby causing the vehicle to operate in manual mode. If the autonomous override  122  determines that the vehicle is a second torque condition (e.g., the interaction between the driver and the steering wheel  100  is active), the autonomous override  122  monitors the condition of the steering wheel  100  for a predetermined amount of time to determine whether the vehicle remains in the second torque condition for the duration of the predetermined amount of time. If the driver remains active for this period, the autonomous override  122  overrides the autonomous mode, thereby causing the vehicle to operate in manual mode. The foregoing framework allows the autonomous vehicle to more readily override the autonomous mode when the interaction between the driver and the steering wheel  100  makes clear that the driver intends to override the autonomous mode, but to delay action in cases where the driver may be active but not actually intending to override the autonomous mode. 
     In some implementations, the autonomous override  122  may receive signals from the angle error determiner  124 , whereby the signals indicate whether the autonomous override  122  should override the autonomous mode based on the measured angle of the steering wheel. In some of these implementations, the angle error determiner  124  may output an “override” signal to the autonomous override  122  when the difference between the tracking angle and the measured angle exceeds a threshold. In operation, the angle error determiner  124  determines the difference between the tracking angle that was set by the autonomous mode controller  130  and the measured angle of the steering wheel  100 . In some implementations, the angle error determiner  124  outputs the override signal indicating that the difference between the tracking angle and the measured angle is greater than a threshold when the steering wheel  100  is held in such a condition for a predetermined amount of time. In some implementations, the angle error determiner  124  sets an “override” flag that indicates the difference between the tracking angle and the measured angle is greater than the threshold. 
       FIGS. 2A-2C  illustrate examples of a tracking error and the measured angles of a steering wheel  200  in different scenarios. In  FIG. 2A , the steering wheel  200  is set to a tracking angle, θ track . In the example of  FIG. 2A , the driver is not touching the steering wheel  200 . In  FIG. 2B , the driver has turned the steering wheel  200  to the right. In  FIG. 2B , the measured angle is θ meas . As can be appreciated from  FIG. 2B , the driver has counteracted the torque applied to the steering wheel  200  by the steering wheel motor. In  FIG. 2C , the driver has turned the steering wheel  200  to the left. In the example of  FIG. 2C , the measured angle is θ meas . In the example, the driver has followed the torque applied to the steering wheel  200  by the steering wheel motor. 
     Referring back to  FIG. 1B , the angle error determiner  124  receives the tracking angle from the autonomous mode controller  130 . The tracking angle is the angle that is determined by the autonomous mode controller  130  and set by the steering wheel motor  108 . The angle error determiner  124  receives the measured angle from the angle sensor  106 . If the driver does not touch the steering wheel  100 , the tracking angle and the measured angle will be substantially the same. In some implementations, the angle error determiner  124  determines the difference between the tracking angle and the measured angle according to:
 
Δ Angle =|θ track −θ meas |  (1)
 
where θ meas  is the measured angle, θ track  is the tracking angle, and Δ Angle  is the difference between the two angles. It is noted that the difference between angles may be an absolute value. The angle error determiner  124  can compare Δ Angle  with an angle threshold. If Δ Angle  is greater than the threshold, the angle error determiner  124  may continue to monitor the measured angle for a predetermined amount of time (e.g., 0.5 seconds). The angle threshold is a configurable parameter that may be determined empirically. When Δ Angle  is greater than the threshold for the predetermined amount of time, the angle error determiner  124  may set the override flag, thereby indicating to the autonomous override  122  that the autonomous mode should be overridden due to the angle of the steering wheel  100 . In some implementations, the angle error determiner  124  continuously or substantially continuously monitors the measured angle and determines whether the difference between the tracking angle and the measured angle exceeds the threshold for the predetermined amount of time.
 
     The torque error determiner  126  monitors the measured torque in relation to an expected torque, and determines the torque condition of the vehicle based thereon. The expected torque may be a torque value that the torque error determiner  126  expects to read from the torque sensor  104  given the requested torque and absent driver input to the steering wheel  100 . The expected torque may differ from the requested torque, as the expected torque may account for other mechanical forces mentioned above that may impact the torque sensed by torque sensor  104  when the requested torque is applied. Given the requested torque, the torque error determiner  126  may determine the expected torque in any suitable manner. In some implementations, the torque error determiner  126  may utilize a lookup table or a formula that receives the requested torque and outputs an expected torque based on the requested torque. The contents of the lookup table or the parameters of the formula may be specific to the vehicle or the make of the vehicle, and may be determined empirically. 
     The torque error determiner  126  compares the expected torque and the measured torque, which is obtained from the torque sensor  104 , to assess both the magnitude and the direction of the driver torque input by the driver to the steering wheel  100  in relation to the requested torque 
     In some implementations, the torque error determiner  126  may filter the output of the torque sensor  104 , such that any small disturbances in the measured torque are disregarded. Such small disturbances may, for example, be the result of user engagement of the steering wheel  100  that is inadvertent or without intent to take over manual control (e.g., a user&#39;s hands resting on the steering wheel  100 ), or other disturbances. The torque error determiner  126  may determine the difference between the expected torque and the measured torque according to:
 
Δ torque =|τ expect −τ meas |  (2)
 
where τ expect  is the expected torque, τ meas  is the measured torque, and Δ torque  is the difference between the expected torque and the measured torque. It is noted that the difference between torque values may be an absolute value. The torque error determiner  126  can compare the difference between the expected torque and the measured torque to a torque threshold. The torque threshold is a configurable parameter that may be determined empirically. The torque error determiner  126  may utilize alternate equations in lieu of equation (2). For instance, the torque error determiner  126  may implement equations that add or subtract a torque buffer value to or from the expected torque. The results are then subtracted from the measured torque and compared to zero to determine whether the measured torque is in range or outside of a range. For example, the torque error determiner  126  may perform the following logic:
 
IF (τ meas −(τ expected +τ buffer )&gt;0 OR τ meas −(τ expected −τ buffer )&lt;0)
 
     THEN: Measured Torque is out of range; 
     ELSE: Measured Torque is in range. 
     Furthermore, the torque error determiner  126  determines whether the torque applied by the driver follows or resists the expected torque (e.g., whether the driver is applying torque to the steering wheel to follow the tracking or to resist the tracking).  FIGS. 3A-3C  illustrate examples of torques being applied to a steering wheel  300 . In  FIG. 3A , the driver is not touching the steering wheel  300  with the only input torque source being the requested torque  302  applied by the steering wheel motor  108 . In this scenario, the measured torque and the expected torque should be substantially the same. 
     In  FIG. 3B , the driver is resisting the expected torque  302 . In this example, the driver torque  304  being applied to the steering wheel  300  by the driver resists the expected torque  302  (i.e., is in the opposite direction), which increases the torque on the steering shaft  102 . As a result, the measured torque will be greater in magnitude and in the same direction as the expected torque. 
     In  FIG. 3C , the driver torque  304  that is applied to the steering wheel  300  by the driver follows the expected torque  302 , which decreases the torque on the shaft in the direction that the requested torque  302  is applied. As a result, the measured torque will be either lower in magnitude in the same direction as the expected torque or will be in a different direction than the expected torque. 
     Referring back to  FIG. 1B , the torque error determiner  126  outputs a first signal that indicates whether the difference between the expected torque and the measured torque exceeds the threshold torque and outputs a second signal that indicates whether, from comparing the measured torque to the expected torque, the driver is resisting or following the requested torque. The autonomous override  122  receives signals from the angle error determiner  124  and/or the torque error determiner  126  and determines whether to override the autonomous mode based thereon. In some implementations, the autonomous override  122  determines if the vehicle is in a first torque condition, a second torque condition, or a third torque condition based on the received signals. 
     In some scenarios, the autonomous override  122  determines that the vehicle is in the first torque condition (e.g., the interaction between the driver and the steering wheel  100  is super active) when the difference between the expected torque and the measured torque exceeds the torque threshold and the driver resists the expected torque. Put another way, if the driver is significantly pulling the steering wheel  100  in the opposite direction of the steering wheel motor  108 , the autonomous override  122  concludes that the interaction between the driver and the steering wheel  100  is super active (e.g., attempting to alter the course of the vehicle). In the case that the driver is super active, the autonomous override  122  overrides the autonomous mode. In some implementations, the autonomous override  122  may output a disable signal to the autonomous mode controller  130 . 
     In some scenarios, the autonomous override  122  determines that the vehicle is in the second torque condition (e.g., the interaction between the driver and the steering wheel  100  is active) when the difference between the expected torque and the measured torque exceeds the torque threshold and the driver follows the expected torque. Put another way, if the driver is pushing the steering wheel  100  in the same direction as the steering wheel motor  108 , the driver is exerting some force on the steering wheel  100 , but it is unclear that the driver wishes to disengage from the autonomous mode. When the autonomous override  122  determines that the vehicle is in the second torque condition, the autonomous override  122  determines whether the vehicle remains in this condition for a predetermined amount of time (e.g., 0.5 seconds or 1 second). If the vehicle remains in this condition for the predetermined amount of time the autonomous override  122  overrides the autonomous mode. In some implementations, the autonomous override  122  may output a disable signal to the autonomous mode controller  130 . 
     In some implementations, the steering system  10  includes a smoothing determiner  128  that works with the autonomous mode controller  130  when the driver is following the expected torque, but not in a manner sufficient to override autonomous mode. In this scenario, the autonomous override  122  has determined that there is a difference between the measured torque and the expected torque, but that difference does not exceed the torque threshold. In this situation, the smoothing determiner  128  may determine a smoothing factor between zero (0) and one (1) based on the difference between the measured torque and the expected torque. The smoothing determiner  128  can output the smoothing factor to the autonomous mode controller  130 , whereby the autonomous mode controller  130  multiplies the expected torque by the smoothing factor to obtain a smoothed torque. The autonomous mode controller  130  may then instruct the steering wheel motor  108  to apply the smoothed torque to the steering shaft  102 . In this way, the driver may keep interacting with the steering wheel  100 . 
       FIG. 4  illustrates an example set of operations of a method  400  for determining whether to override an autonomous mode of a vehicle. The method  400  may be implemented by any suitable components of a vehicle configured to be controlled in an autonomous mode or a manual mode. 
     At  410 , the steering controller  120  operates the vehicle in an autonomous mode. Operating the vehicle in an autonomous mode may include controlling the speed of the vehicle as well as the direction of the vehicle. 
     At  420 , the steering controller  120  applies a requested torque to the steering shaft  102  to turn the steering wheel  100  to a tracking angle relative to the rest position of the steering wheel. In some implementations, the steering controller  120  may receive a request to adjust a trajectory of the vehicle by a certain angle (e.g., a request to adjust the tire angle). In response to the request, the steering controller  120  may command the transform component  112  to adjust the orientation of the steering linkage of the vehicle, thereby causing a change in the trajectory of the vehicle. In this way, the steering controller  120  adjusts tires to a specific tire angle. In addition to controlling the trajectory of the vehicle, the steering controller  120  may also control the orientation of the steering wheel  100 , such that the driver is made aware of the current orientation of the tires by way of the orientation of the steering wheel  100 . In response to receiving an instruction to adjust the trajectory of the vehicle, the steering controller  120  may further determine a tracking angle for the steering wheel  100 . In some implementations, the steering controller  120  may receive a tracking angle from another component or system. In other implementations, the steering controller  120  may derive the tracking angle from the tire angle. Alternatively, the steering controller  120  may look up the tracking angle in a lookup table using the tire angle. The tracking angle indicates an angle relative to the rest position of the steering wheel  100  by which to displace the steering wheel  100 . To achieve the tracking angle, the steering controller  120  applies a requested torque to the steering shaft  102 . The steering controller  120  may determine an expected torque based on the requested torque. The expected torque is the value that the steering controller  120  expects to read from the torque sensor  104  given the requested torque being applied by the steering wheel motor  108 . 
     At  430 , the steering controller  120  determines a measured torque being applied to the steering shaft  102 . In some instances, the driver will interact with the steering wheel  100 . For example, the driver may rest his or her hands on the steering wheel  100  or may actively apply a torque to the steering wheel  100 . In either scenario, the orientation of the steering wheel  100  may be altered. The steering controller  120  may obtain a torque signal from the torque sensor  104 . The torque signal indicates the measured torque being applied to the steering shaft  102 . Similarly, the steering controller  120  may obtain an angle signal from the angle sensor  106 . The angle signal may indicate a measured angle of the steering wheel  100 , which results from the measured torque being applied to the steering wheel  100 . 
     At  440 , the steering controller  120  can determine a torque condition of the vehicle based on the measured torque and the expected torque.  FIGS. 5-7  illustrate examples of methods for determining the torque condition of the vehicle based on the measured torque and the expected torque. 
     At  450 , the steering controller  120  selectively overrides the autonomous mode and operates the vehicle in manual mode based on the determined torque condition. In the scenario where the steering controller  120  determines that the vehicle is in the first torque condition (e.g., the interaction between the driver and the steering wheel  100  is super active), the steering controller  120  overrides the autonomous mode and switches operation of the vehicle to manual mode upon detection of the first torque condition. In the scenario where the steering controller  120  determines that the vehicle is in the second torque condition (e.g., the interaction between the driver and the steering wheel  100  is active), the steering controller  120  determines whether the condition remains for a predetermined amount of time before overriding the autonomous mode. For example, when from comparing the measured torque to the expected torque, the difference therebetween exceeds a torque threshold and the driver torque follows the requested torque, the vehicle is in the second torque condition. In this situation, the steering controller  120  can monitor the interaction to determine if the vehicle remains in the second torque condition for a predetermined amount of time (e.g., 0.5 seconds). If the interaction remains in the second torque condition for the predetermined amount of time, the steering controller  120  overrides the autonomous mode and switches the operation of the vehicle to manual mode. In the case where the vehicle is in the third torque condition (e.g., the interaction between the driver and the steering wheel is not active), the steering controller  120  does not override the autonomous mode. In some implementations, the steering controller  120  may further elect to override the autonomous mode based on the measured angle of the steering wheel  100  in comparison to the tracking angle.  FIG. 8  illustrates an example method for determining whether to override the autonomous mode based on the measured angle and the tracking angle. 
       FIG. 5  illustrates an example set of operations of a method  500  for determining whether the vehicle is in the first torque condition based on the measured torque and the expected torque. As discussed, when the vehicle is detected to be in the first torque condition, the steering controller  120  overrides the autonomous mode in favor of the manual mode. 
     At  510 , the steering controller  120  determines a difference between the expected torque and the measured torque. In some implementations, the steering controller  120  determines the difference as being the absolute value of the difference between the expected torque and the measured torque (see e.g., equation (2)). 
     At  520 , the steering controller  120  determines whether the direction of the driver torque is different than (i.e., resists) the expected torque. Comparing the measured torque and with the expected torque allows the steering controller  120  to determine whether the driver torque resists or follows the requested torque. As referenced above, the driver may be determined to resist the requested torque if the measured torque is in the same direction (e.g., positive or negative) and greater in magnitude than the expected torque. 
     At  530 , the steering controller  120  determines whether the difference between the expected torque and the measured torque exceeds a threshold and whether the driver torque resists (i.e., is in the opposite direction of) the expected torque. If both conditions are met (i.e., the difference between the expected torque and the measured torque exceeds the threshold AND the direction of the driver torque resists the requested torque), then the steering controller  120  determines that the vehicle is in a first torque condition (e.g., the interaction between the driver and the steering wheel  100  is super active), as shown at  540 . In response to determining that the vehicle is in a first torque condition, the steering controller  120  may set a flag indicating the same. 
       FIG. 6  illustrates an example set of operations of a method  600  for determining whether the vehicle is in a second torque condition (e.g., the interaction between the driver and the steering wheel is active) based on a measured torque and an expected torque. As discussed, when the vehicle is in the second torque condition, the steering controller  120  overrides the autonomous mode in favor of manual mode only if the vehicle remains in the second override condition for a predetermined amount of time. 
     At  610 , the steering controller  120  determines a difference between the expected torque and the measured torque. In some implementations, the steering controller  120  determines the difference as being the absolute value of the difference between the expected torque and the measured torque (see equation (2)). 
     At  620 , the steering controller  120  determines whether the direction of the driver torque is the same as (i.e., follows) the direction of the expected torque. The direction of the driver torque in relation to the requested torque may be determined by comparing the measured torque to the expected torque. For example, as referenced above, the driver torque may be determined to follow the requested torque if the measured torque is either (a) in the same direction and lower magnitude than the expected torque, or (b) is in the opposite direction of the expected torque. 
     At  630 , the steering controller  120  determines whether the difference between the expected torque and the measured torque exceeds a threshold and whether the direction of the driver torque is the same as (i.e., follows) the direction of the expected torque. If both conditions are met (i.e., the difference between the expected torque and the measured torque exceeds the threshold AND the direction of the driver torque is in the same direction as the direction of the expected torque), then the steering controller  120  determines that the vehicle is in the second torque condition, as shown at  640 . As previously mentioned, the steering controller  120  does not immediately take action when the vehicle is in the second torque condition. Rather, the steering controller  120  determines whether the vehicle remains in the second override condition for a predetermined period of time, and if so, then overrides the autonomous mode in favor of the manual mode, as was discussed above with respect to operation  450  of  FIG. 4 . 
       FIG. 7  illustrates an example set of operations of a method  700  for determining whether the vehicle is in a third torque condition (e.g., the interaction between the driver and the steering wheel is not active) based on a measured torque and an expected torque. Under certain conditions, the steering controller  120  smooths the torque being applied to the axle when the interaction is not active. 
     At  710 , the steering controller  120  determines a difference between the expected torque and the measured torque. In some implementations, the steering controller  120  determines the difference as being the absolute value of the difference between the expected torque and the measured torque. 
     At  720 , the steering controller  120  determines whether the direction of the driver torque is in the same direction as the expected torque. The direction of the driver torque in relation to the requested torque may be determined by comparing the measured torque to the expected torque. For example, as referenced above, the driver torque may be determined to follow the requested torque if the measured torque is either (a) in the same direction and lower in magnitude than the expected torque, or (b) is in the opposite direction of the expected torque. 
     At  730 , the steering controller  120  determines whether the difference between the expected torque and the measured torque is less than a threshold and whether the direction of the driver torque follows the direction of the expected torque. If both conditions are met (i.e., the difference between the expected torque and the measured torque is less than the threshold AND the direction of the driver torque follows the direction of the expected torque), then the steering controller  120  determines that the vehicle is in a third torque condition (e.g., the interaction between the driver and the steering wheel  100  is not active), as shown at  740 . In response to determining that the interaction is not active, the steering controller  120  may set a flag indicating the same. Alternatively, the steering controller  120  may determine that the driver is inactive independent of whether the driver torque is determined to follow or resist the expected torque. In such case, the determining  720  may be omitted, and the direction is not considered in the determining  730 . 
     When the interaction between the driver and the steering wheel  100  is not active and the driver torque follows the expected torque, the steering controller  120  may determine a smoothing factor, as shown at  750 . The smoothing factor may be determined based on the difference between the measured torque and the expected torque. Furthermore, the smoothing factor may be a value between zero (0) and one (1). As the difference increases, the smoothing factor approaches zero, while as the difference decreases, the smoothing factor approaches one. At  760 , the steering controller  120  applies the smoothing factor to the expected torque by multiplying the smoothing factor and the expected torque to obtain the smoothed torque. The smoothed torque can turn the steering shaft  102 , whereby the transform component  112  transforms the smoothed torque into a lateral translation of the front axle of the vehicle. 
       FIG. 8  illustrates an example set of operations of a method  800  for determining whether to override the autonomous mode based on a measured angle and a tracking angle. At  810 , the steering controller  120  determines a difference between the tracking angle and the measured angle. In some implementations, the steering controller  120  determines the difference as being the absolute value of the difference between the tracking angle and the measured angle (see e.g., equation (1)). At  820 , the steering controller  120  determines whether the difference between the tracking angle and the measured angle exceeds a threshold. If the difference between the tracking angle and the measured angle is greater than the threshold, the steering controller  120  determines whether the difference between the tracking angle and the measured angle remains greater than the threshold for a predetermined amount of time, as shown at  830 . When the difference between the tracking angle and the measured angle remains greater than the threshold for the predetermined amount of time, the steering controller  120  determines that the autonomous mode should be overridden in favor of manual mode. In response to making this determination, the steering controller  120  may set an “override” flag that indicates that the autonomous mode should be overridden. 
     The methods  400 ,  500 ,  600 ,  700  and  800  of  FIGS. 4-8  are provided for example only. Variations of the methods are within the scope of the disclosure. Furthermore, additional operations may be performed without departing from the scope of the disclosure.

Metadata:
Filing Date: 20200909
Publication Date: 20210504
Grant Date: 20210504
Priority Date: 20170928
Inventors: KATZOURAKIS, Diomidis
TZORTZIS, IOANNIS N.
Assignee: APPLE INC
CPC Classifications: [{"code": "B62D1/286", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D15/025", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60W2050/0073", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60W60/0053", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60W2540/18", "inventive": false, "first": false, "tree": "[]"}, {"code": "G05D1/021", "inventive": true, "first": false, "tree": "[]"}, {"code": "G05D1/0061", "inventive": true, "first": true, "tree": "[]"}, {"code": "G05D1/0061", "inventive": true, "first": true, "tree": "[]"}, {"code": "G05D1/021", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 75689487