CN104859715A - 手在方向盘上的检测 - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
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- B62D5/046—Controlling the motor
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- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/08—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque
- B62D6/10—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque characterised by means for sensing or determining torque
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Abstract
本发明涉及手在方向盘上的检测。提供一种用于确定车辆的操作者的手是否位于车辆的驾驶盘上的方法。该方法从驾驶盘扭矩信号生成低于第一频率的第一频率成分。该方法从驾驶盘扭矩信号生成高于第二频率的第二频率成分。该方法基于第一频率成分和第二频率成分生成手在驾驶盘上(HOW)估计信号。该方法引发车辆中的系统基于该HOW估计信号运行。
Description
本专利申请要求2014年1月29日提交的序列号为61/932,953的美国临时专利申请的优先权,其整体内容通过引用的方式引入本文。
背景技术
为了检测车辆操作者的手是否位于车辆的驾驶盘上,一些传统的检测系统需要一个或多个置于驾驶盘上的传感器。来自传感器的信号随后发送给控制器并且被处理以做出手在驾驶盘上还是不在驾驶盘上的最终判定。提供额外的传感器用以检测车辆操作者的手是否位于驾驶盘上增加了转向系统的成本和复杂性。
发明内容
在本发明的一个实施例中,提供一种用于确定车辆的操作者的手是否位于车辆的驾驶盘上的方法。该方法从驾驶盘扭矩信号生成低于第一频率的第一频率成分。该方法从驾驶盘扭矩信号生成高于第二频率的第二频率成分。该方法基于第一频率成分和第二频率成分生成手在驾驶盘上(HOW)估计信号。该方法引发车辆中的系统基于HOW估计信号运行。
在本发明的另一个实施例中,提供一种车辆的控制系统。该控制系统包括:驾驶盘扭矩传感器,设置为基于车辆的驾驶盘的运动生成驾驶盘扭矩信号;以及控制模块,用于确定车辆的操作者的手是否位于车辆的驾驶盘上。该控制模块被设置为从驾驶盘扭矩信号生成低于第一频率的第一频率成分,从驾驶盘扭矩信号生成高于第二频率的第二频率成分,基于第一频率成分和第二频率成分生成手在驾驶盘上(HOW)估计信号,并且引发车辆中的其他系统基于HOW估计信号运行。
结合附图从下文的描述中将显而易见到这些及其他优点和特征。
附图说明
在说明书结束后的权利要求中具体地指出并且明确地主张作为本发明的主题。本发明在前文所述的和其他的特征以及优点从接下来结合附图的详述中变得显而易见:
图1示出依据本发明示例性实施例的转向系统的功能框图;
图2示出依据本发明示例性实施例的控制模块的示意图;
图3示出依据本发明示例性实施例的驾驶盘扭矩滤波模块的示意图;
图4示出依据本发明示例性实施例的手在驾驶盘上(HOW)估计计算模块的示意图;
图5示出依据本发明示例性实施例的加权函数;
图6示出依据本发明示例性实施例的加权函数;
图7示出依据本发明示例性实施例的HOW状态计算模块的示意图;
图8示出依据本发明示例性实施例的置信度确定模块的示意图;
图9示出曲线图,其显示依据本发明示例性实施例的置信度确定模块的示例操作;以及
图10示出依据本发明示例性实施例的用于确定车辆的操作者的手是否位于车辆的驾驶盘上的方法的流程图。
具体实施方式
接下来的说明实际上仅仅是示例性的并且不打算限制本发明的公开、其应用或使用。应当理解,在所有附图中,对应的附图标记指示同样的或对应的部件和特征。
现在参考图1,其中将参考具体实施例(但不限于此)对本发明进行描述,示出了包括转向系统12的车辆10的示例性实施例。在一些实施例中,转向系统12包括联接到转向轴16的驾驶盘14。在一些实施方式中,转向系统12是电动助力转向(EPS)系统,其进一步包括联接到转向系统12的转向轴16和车辆10的拉杆20、22的转向控制单元18。转向控制单元18包括,例如,齿条与小齿轮转向机构(未示出),其可以通过转向轴16联接到转向致动器马达和传动装置(以下称作转向致动器)。在操作期间,当车辆操作者(驾驶员)转动驾驶盘14时,转向控制单元18的马达提供力以使拉杆20、22运动,其进而分别使分别联接到车辆10的道路车轮28、30的转向节24、26。虽然图1图示了EPS系统并且在此描述该系统,但是将意识到本公开的转向系统12能包括各种受控转向系统,包括但不限于带有液压配置和线控转向配置的转向系统。
如图1所示,车辆10还包括各种传感器(例如传感器31、32),所述传感器检测和测量转向系统12和/或车辆10的可观测条件。传感器基于可观测条件产生传感器信号。在一些实施例中,传感器可以包括,例如,驾驶盘扭矩传感器、车速传感器和其他传感器。这些传感器发送信号给控制模块40。在一些实施例中,来自传感器的信号是基于时域的信号,每个信号具有在连续时间间隔测量的数据点序列。为了简单图示,图1中只描绘了两个传感器,但车辆10可以具有更多的传感器。
基于启用的传感器信号中的一个或多个传感器信号以及进一步基于本公开的手在驾驶盘上(HOW)检测系统和方法,控制模块40控制转向系统12和/或车辆10的运行。在一些实施例中,控制模块基于来自驾驶盘扭矩传感器的驾驶盘扭矩信号生成HOW估计信号和/或HOW状态值。在一些实施例中,HOW估计信号代表在一定范围(例如0至1)内的值,该范围表示车辆10的操作者的手在(例如1)或者不在(例如0)驾驶盘14上的可能性。在一些实施例中,HOW状态信号代表表明操作者的手在或者不在驾驶盘14上的置信水平(confidence level)的枚举离散值。
在一些实施例中,控制模块40通过提供信号给车辆10的其他系统(未图示)来使其基于HOW估计信号和HOW状态信号运行。这样的其他系统可以包括高级驾驶员辅助系统(ADAS)和电子稳定控制(ESC)系统。一些ADAS的类型是自适应巡航控制系统、车道保持辅助系统和车道居中控制转向系统。另一方面,ESC系统使用计算机技术,其通过检测和避免不稳定条件来改善车辆操纵。某些情况下,这些其他系统需要了解操作者的手在还是不在驾驶盘上以提供所述系统的相应特征。在一些实施例中,HOW估计信号和HOW状态信号可以用于通过例如发送音频、视觉和/或触觉通知给车辆10的操作者来警告操作者控制驾驶盘14。
图2图示了依据本发明示例性实施例的图1的控制模块40的示意图。如图所示,控制模块40可以包括子模块,例如驾驶盘扭矩(HWT)滤波模块202、HOW估计计算模块204和HOW状态计算模块206。如本文使用的术语“模块”和“子模块”指的是专用集成电路(ASIC)、电子电路、执行一个或多个软件或固件程序的处理器(共享的、专用的或群组的)和存储器、组合逻辑电路和/或提供所述功能的其他合适的元件。如可理解的,图中所示的子模块能够被结合和/或进一步分解。如可理解的,图中所示的子模块能够被实现为单个控制模块40(如图示)或多个控制模块(未图示)。控制模块40的输入可由车辆10的传感器生成、可在控制模块40内建模(例如借助于其他子模块(未图示))、可从其他控制模块(未图示)接收和/或可被预定义。
HWT滤波模块202接收HWT信号208,其由图1的驾驶盘扭矩传感器生成和发送。在一些实施例中,HWT信号是数字信号。在一些实施例中,驾驶盘扭矩信号是模拟信号,其在被HWT滤波模块202接收之前可被其他模块(未图示)数字采样。HWT滤波模块202处理HWT信号208以生成高频扭矩信号210和低频扭矩信号212。将在下文参考图3进一步描述HWT滤波模块202的更多细节。
HOW估计计算模块204处理高频扭矩信号210和低频扭矩信号212以生成HOW估计信号214。在一些实施例中,HOW估计信号214代表在指示图1的车辆10的操作者的手在(例如1)或者不在(例如0)图1中的驾驶盘14上的可能性的范围(例如从0至1)内的值。估计计算模块204的更多细节将在下文参考图4、5和6进一步描述。
HOW状态计算模块206基于HOW估计信号214生成HOW状态信号216。在一些实施例中,HOW状态信号214代表表明操作者的手在或者不在驾驶盘14上的置信水平的枚举离散值。HOW状态计算模块206的更多细节将在下文参考图7、8和9进一步描述。
图3图示了依据本发明示例性实施例的图2的HWT滤波模块202的示意图。如图所示,HWT滤波模块202可包括子模块如低通滤波器(LPF)302、304和306、高通滤波器(HPF)310、增益校正模块312、绝对值计算模块314、LPF 316和绝对值计算模块318。
在一些实施例中,高达3个LPF 302-306被级联以具有固定的滚降率(rate ofroll-off)。LPF 302-306对HWT信号208滤波以从HWT信号208中提取出低频成分320。在一些实施例中,LPF 302-306具有5赫兹(Hz)的截止频率。在这些实施例中,低频成分320在0Hz-5Hz的频带内。然后绝对值计算模块318取得低频成分320的绝对值或幅度以生成低频扭矩信号212。
HPF 310对低频成分318滤波以从低频成分320中得到高频成分322。在一些实施例中,HPF 310具有1Hz的截止频率以使得当低频成分320落入0Hz-5Hz的频带时高频成分322落入1Hz-5Hz的频带。
在一些实施例中,增益校正模块312通过将高频成分322乘以高频增益值324对高频成分322执行增益校正。增益校正过的高频成分326被提供给绝对值计算模块314,其取得增益校正过的高频成分326的绝对值或幅度。然后LPF 316对绝对值计算模块314的输出328进行滤波以生成高频扭矩信号210。在一些实施例中,LPF 316具有5Hz的截止频率,其可以与LPF 302-306的截止频率相同。
图4示出了依据本发明示例性实施例的图2的HOW估计计算模块204的示意图。如图所示,HOW估计计算模块204可以包括子模块例如高频加权模块402、低频加权模块404、加法模块406、乘法模块408、加法模块410、速率限制器模块412、限幅器模块414和延时模块416。
高频加权模块402和低频加权模块404确定高频和低频扭矩信号210和212对HOW估计信号214的相对贡献。具体地,高频加权模块402执行图5所示的加权函数。在图5所示的曲线图500中,水平轴表示高频扭矩(例如以牛顿-米(Nm)为单位)的幅度,而竖直轴表示高频扭矩信号210的加权率。图4的低频加权模块404执行图6所示的加权函数。在图6所示的曲线图600中,水平轴表示低频扭矩(例如以Nm为单位)的幅度,而竖直轴表示低频扭矩信号212的加权率。在一些实施例中,加权函数可以以表格的形式实现,其中加权率值由高频和低频扭矩信号210和212值来标引。频率函数或表格是可校准的。在一些实施例中,频率函数的输出值或表格值另外取决于车速信号(例如,由车速传感器生成,该传感器为图1中传感器31和32中的一个)来排定。将注意到考虑高频成分的贡献允许更准确的HOW估计,特别是当图1的驾驶盘14被操作者的手轻触时。
参照图4,加法模块406将高频加权模块402的输出418和低频加权模块404的输出420相加。然后乘法模块408将输出之和422乘以循环时间424。在一些实施例中,乘法模块408的输出426是无单位的。然后加法模块410将输出426和之前生成的HOW估计值(被延时模块416延迟)相加以生成输出428。然后速率限制器模块412通过从输出428减去之前生成的HOW估计值并将相减结果除以单位时间,计算从之前生成的HOW估计值到输出428的变化率。在一些实施例中,速率限制器模块通过调整信号428将变化率限制到可校准的限度。可校准的限度用于调节HOW估计值变化的最大速率或速度。速率限制器模块412的输出430是可能已被调整或可能未被调整的输出428。然后限幅器414将输出428限制在例如0和1之间值的范围,以便生成HOW估计信号214。
图7示出了依据本发明示例性实施例的图2的HOW状态计算模块206的示意图。HOW状态计算模块206监视HOW估计信号214并生成表明车辆操作者的手在或者不在驾驶盘上的置信水平的HOW状态信号216。具体地,在一些实施例中,HOW状态信号代表表示不同置信水平的枚举离散值。例如,枚举离散值是-3和3之间的整数,其中-3表示手不在驾驶盘上的高置信度,而3是手在驾驶盘上的高置信度,-2表示手不在驾驶盘上的中置信度,2表示手在驾驶盘上的中置信度,-1表示手不在驾驶盘上的低置信度,1表示手在驾驶盘上的低置信度,以及0表示手在还是不在驾驶盘上是未确定的。
如图7所示,HOW状态计算模块206包括子模块例如置信度确定模块702-712、最大值选择器模块714以及HOW状态选择器模块716。置信度确定模块702-712中的每一个监视HOW估计信号214并且输出索引号,该索引号用于从枚举置信水平中选择值。
具体地,在一些实施例中,置信度确定模块702输出0或1,置信度确定模块704输出0或2,置信度确定模块706输出0或3,置信度确定模块708输出0或4,置信度确定模块710输出0或5,以及置信度确定模块712输出0或6。下面将参考图9和10更详细地描述置信度确定模块702-712的操作。
在这些实施例中,最大值选择器模块714识别置信度确定模块702-712输出的六个索引值中的最大索引值,并且将该最大索引值发送至HOW状态选择器模块716。然后HOW状态选择器模块716使用从最大值选择器模块714接收的最大索引值从数列[0,-1,-2,-3,1,2,3]中选择HOW状态值。HOW状态选择器模块716输出所选的HOW状态值作为HOW状态信号216。
图8示出依据本发明示例性实施例的置信度确定模块800的示意图。置信度确定模块800实现图7中置信度确定模块702-712中的一个。
符号值802的确定被图示在显示于图8的左下角附近的虚线框804中。符号值802通过被乘以特定值用于指示该特定值的符号(例如正或者负)。开启标志(OnFlag)806可以具有0或者1的值,其中0表示计时器关闭并且1表示计时器开启。方框808在开启标志806不为0时将符号值802设置为1(即正),并且在开启标志806为1时设置为-1(即负)。
通过监视HOW估计信号214来确定索引值810被图示在虚线框812中。方框814获得HOW估计信号214的绝对值或幅度。方框816通过乘以符号值802将符号分配给HOW估计信号214的绝对值。方框818通过乘以符号值802将符号分配给阈值820。方框822比较方框816和818的输出。当方框816的输出大于或者等于方框818的输出时,方框822输出1(即布尔值真)。当方框816的输出小于方框818的输出时,方框822输出0(即布尔值伪)。
方框824通过乘以符号值802将符号分配给阈值820。减法器826从有符号的阈值820减去死区828。死区828表示HOW估计信号214的范围(例如从0到1)内的值的子范围。方框830比较方框816的输出和减法器826的输出。当方框816的输出大于或者等于减法器826的输出时,方框830输出1(即布尔值真)。当方框816的输出小于减法器826的输出时,方框830输出0(即布尔值伪)。方框830的输出为计时器状态832,其表示计时器是开启还是关闭。计时器状态832与虚线框804所示的开启标志806相同。
方框834将计时器状态832和计时器运转836作为输入。计时器运转836是表示计时器运转(例如1)还是不运转(例如0)的标志。也就是,计时器运转836表示计时器是获得增值还是停止。方框834基于计时器状态832和计时器运转836来使计时器重置、增值或停止增值。具体地,当计时器状态为1且计时器运转为1时,方框834使计时器增值(例如增加1)。当计时器状态为1且计时器运转为0时,方框834使计时器停止增值。当计时器状态为0时,方框834使计时器重置为例如0。
方框842比较方框834(即计时器)的输出与计时器持续时间(以TimerDur描述),计时器持续时间是表示阈值持续时间的值。当计时器大于或等于计时器持续时间时,方框842输出1(即布尔值真)。当计时器小于计时器持续时间时,方框842输出0(即布尔值伪)。方框838输出状态值840,当方框842的输出不为0(即为1)时,状态值840为索引值(例如1,2,3,4,5或者6)。当方框842的输出为0时,方框838输出索引值0。状态值840对于置信度确定模块800执行的图7的置信度确定模块702-712的每一个而言是不同的。
方框838的输出是索引值810,其因此是图7的置信度确定模块702-712的每一个的输出。也就是,在一些实施例中,当置信度确定模块800执行置信度确定模块702时,索引值810是0或1。当置信度确定模块800执行置信度确定模块704时,索引值810是0或2。当置信度确定模块800执行置信度确定模块706时,索引值810是0或者3。当置信度确定模块800执行置信度确定模块708时,索引值810是0或4。当置信度确定模块800执行置信度确定模块710,索引值810是0或5。当置信度确定模块800执行置信度确定模块712时,索引值810是0或6。
方框848延迟索引值810。方框848确定索引值810是否等于0。当索引值810等于零时,方框844输出1(即布尔值真)。当索引值810不为0时,方框844输出0(即布尔值伪)。方框846对方框822的输出和方框844的输出执行逻辑“与”处理。方框846的输出被设置为计时器运转836。
在一些实施例中,阈值820针对置信度确定模块702-712的每一个被设置为不同的值。例如,阈值820可以被设置为用于置信度确定模块702的最低值、置信度确定模块704-710的递增更高值、以及置信度确定模块712的最高值。在一些实施例中,对于置信度确定模块702-712的每一个,死区828和/或持续时间可以设置为不同。
图9示出了显示图9的置信度确定模块800的示例操作的曲线图900。具体地,曲线图900的竖直轴表示HOW估计信号214的值,曲线图900的水平轴表示时间。虚线902表示图8的阈值820。虚线902和虚线904之间的差表示图8的死区828。水平轴可被划分为计时器关闭和计时器开启周期。计时器开启周期可被划分为计时器累加(增值)周期和计时器保持(停滞)周期。
现在参考图10,流程图示出用于生成HOW估计信号的方法,其中控制模块40可以被设置为执行该方法。如根据本公开可以理解的那样,方法中的操作顺序不限于图10所示的顺次执行,而是可以以可应用的和根据本公开的一种或多种变化的顺序执行。在一些实施例中,可以安排该方法基于预定事件运行、和/或在车辆10的操作期间连续运行。
在方块1002,控制模块40从驾驶盘扭矩信号生成低于第一频率的第一频率成分。在一些实施例中,控制模块40使用一个或多个具有第一频率作为截止频率(例如5Hz)的低通滤波器。因此,第一频率成分具有驾驶盘扭矩信号的一部分,其具有的频率在例如0Hz-5Hz之间。在一些实施例中,多达三个低通滤波器被级联成具有固定的滚降率。
在方块1004,控制模块40从驾驶盘扭矩信号生成高于第二频率的第二频率成分。更加具体地,在一些实施例中,控制模块40从低频成分生成第二频率成分。在一些实施例中,控制模块40使用具有第二频率作为截止频率(例如1Hz)的高通滤波器。因此,在一些实施例中,第二频率成分具有驾驶盘扭矩信号的一部分,其具有的频率在例如1Hz-5Hz之间。
在方块1006,控制模块40基于第一频率成分和第二频率成分生成手在驾驶盘上(HOW)估计信号。具体地,在一些实施例中,控制模块40确定第一频率成分对HOW估计信号的第一贡献。控制模块还确定第二频率成分对HOW估计信号的第二贡献。控制模块40结合第一贡献和第二贡献以生成HOW估计信号。在一些实施例中,控制模块40限制HOW估计信号的变化率。在一些实施例中,控制模块40还将HOW估计信号限制于一定值的范围(例如在0-1之间的值)。
在方块1008,控制模块40任选地通过发送HOW估计信号给车辆中的系统来引发该系统基于该HOW估计信号运行。该系统包括高级驾驶员辅助系统(ADAS)、电子稳定控制(ESC)系统和通知车辆的操作者控制驾驶盘的警报系统中的至少一个。
在方块1010,控制模块40任选地从HOW估计信号生成HOW状态信号。具体地,在一些实施例中,响应于确定HOW估计信号以比阈值持续时间更长的时间保持在预定阈值之上,控制模块40将HOW状态信号设置为离散值。在一些实施例中,控制模块40引发系统进一步基于HOW状态信号运行。
尽管结合仅仅有限数量的实施例对本发明进行了详细描述,但应当容易理解,本发明不限于所公开的这些实施例。相反的,本发明可以被修改为结合在此之前没有描述的任何数量的变化、改变、替代或等效设置,而其与本发明的精神和范围相匹配。此外,尽管已经描述了本发明的一些实施例,但可以理解本发明的各方面可以仅包括所描述实施例的一部分。因此,本发明不看作受限于前文的描述。
Claims (15)
1.一种用于确定车辆的操作者的手是否位于车辆的驾驶盘上的方法,包括:
从驾驶盘扭矩信号生成低于第一频率的第一频率成分;
从驾驶盘扭矩信号生成高于第二频率的第二频率成分;
基于第一频率成分和第二频率成分生成手在驾驶盘上(HOW)估计信号;以及
引发车辆中的系统基于所述HOW估计信号运行。
2.如权利要求1所述的方法,其中生成第一频率成分包括使用多个级联的具有第一频率作为截止频率的低通滤波器。
3.如权利要求1所述的方法,其中生成第二频率成分包括使用具有第二频率作为截止频率的高通滤波器。
4.如权利要求1所述的方法,其中生成HOW估计信号包括:
确定第一频率成分对HOW估计信号的第一贡献;
确定第二频率成分对HOW估计信号的第二贡献;和
结合第一贡献和第二贡献以生成HOW估计信号。
5.如权利要求1所述的方法,其中生成HOW估计信号包括限制HOW估计信号的变化率。
6.如权利要求1所述的方法,还包括从HOW估计信号生成HOW状态信号。
7.如权利要求6所述的方法,其中生成HOW状态信号包括:响应于确定HOW估计信号以比阈值持续时间更长的时间保持在预定阈值之上,将HOW状态信号设置为离散值。
8.如权利要求6所述的方法,其中引发系统运行包括引发系统进一步基于HOW状态信号运行。
9.一种车辆的控制系统,包括:
驾驶盘扭矩传感器,被设置为基于车辆的驾驶盘的运动生成驾驶盘扭矩信号;以及
控制模块,用于确定车辆的操作者的手是否位于车辆的驾驶盘上,所述控制模块被设置为:
从驾驶盘扭矩信号生成低于第一频率的第一频率成分;
从驾驶盘扭矩信号生成高于第二频率的第二频率成分;
基于第一频率成分和第二频率成分生成手在驾驶盘上(HOW)估计信号;以及
引发车辆中的其他系统基于所述HOW估计信号运行。
10.如权利要求9所述的系统,其中控制模块被设置为通过使用多个级联的具有第一频率作为截止频率的低通滤波器生成第一频率成分。
11.如权利要求9所述的系统,其中控制模块被设置为通过使用具有第二频率作为截止频率的高通滤波器生成第二频率成分。
12.如权利要求9所述的系统,其中控制模块被设置为通过下述步骤生成HOW估计信号:
确定第一频率成分对HOW估计信号的第一贡献;
确定第二频率成分对HOW估计信号的第二贡献;以及
结合第一贡献和第二贡献以生成HOW估计信号。
13.如权利要求9所述的系统,其中控制模块被设置为通过限制HOW估计信号的变化率来生成HOW估计信号。
14.如权利要求9所述的系统,其中控制模块被设置为通过将HOW估计信号限制于一定值的范围来生成HOW估计信号。
15.如权利要求9所述的系统,其中其他系统包括高级驾驶员辅助系统(ADAS)、电子稳定控制(ESC)系统和通知车辆的操作者控制驾驶盘的警报系统中的至少一个。
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US20150210273A1 (en) | 2015-07-30 |
CN104859715B (zh) | 2017-10-27 |
US20180354501A1 (en) | 2018-12-13 |
EP2907730A2 (en) | 2015-08-19 |
US10029676B2 (en) | 2018-07-24 |
US11091148B2 (en) | 2021-08-17 |
EP2907730B1 (en) | 2017-09-06 |
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