DE102019208732A1 - DEVICE AND METHOD FOR CONTROLLING A TRANSITION BETWEEN DRIVING MODES - Google Patents

Abstract

Embodiments of the present invention provide a control system for controlling a transition between an autonomous driving mode and a manual driving mode, the control system comprising one or more controls configured to: receive a status signal indicating a status of a driver of the vehicle, determine one haptic feedback signal indicative of a haptic feedback signal to be applied to a controller of the vehicle, wherein the haptic feedback signal is determined depending on the status signal and a desired driver control input for driving the vehicle in manual mode, and outputting the haptic feedback signal to apply the haptic feedback signal to control the vehicle.

Description

TECHNICAL PART

The present disclosure relates to controlling a transition between the driving modes of a vehicle, and particularly, but not exclusively, to controlling a transition between an autonomous driving mode and a manual driving mode of a vehicle. Aspects of the invention relate to a control system, a system and a vehicle, a method, and computer software.

BACKGROUND

Vehicles are increasingly being equipped with autonomous driving ability, in which the movement of the vehicle in one or both transverse and longitudinal directions can be controlled by one or more vehicle systems without a driver / occupant of the vehicle making essential inputs. Some levels of automation require a driver to be able to resume manual control of the vehicle under certain circumstances, e.g. B. at the request of an autonomous drive system of the vehicle. Since in some cases the driver is free to perform non-driving tasks such as To take over the reading while driving the vehicle in certain autonomous modes, the driver is unlikely to be able to immediately regain control of the vehicle. Difficulties may arise over a period of time when the driver is prompted to resume manual control of the vehicle and the driver is ready to control the vehicle manually.

It is the subject of embodiments of the invention to alleviate at least one or more of the problems in the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention represent a control system, system, method and computer software as claimed in the appended claims.

According to one aspect of the invention, there is provided a control system for controlling a transition between an autonomous driving mode and a manual driving mode, the control system comprising one or more controls configured to: determine a haptic feedback signal (feedback signal, feedback signal) that a indicates haptic feedback to be applied to control of the vehicle, wherein the haptic feedback signal is determined in response to a status signal indicative of a condition of an occupant of the vehicle and a desired driver control input for driving the vehicle in manual mode. It is advantageous that the haptic feedback (haptic feedback) is determined depending on the condition of the driver in order to help the driver to take control of the vehicle.

As used herein and throughout the specification, an "autonomous mode" is provided to cover driving modes, where the movement of the vehicle in one or both of the lateral and longitudinal directions is controlled by one or more vehicle systems without a driver / owner of the vehicle being essential Makes inputs. This is intended to cover systems in which the driver / owner is still responsible for controlling the movement of the vehicle in a first direction (e.g. in the longitudinal direction), while one or more vehicle systems are responsible for controlling the movement of the vehicle in a second direction (for example in a transverse direction). Taxes. Likewise, an "autonomous" mode includes modes in which one or more vehicles have complete control over the movement of the vehicle and do not require input from a driver / occupant of the vehicle during operation. A “manual” driving mode is to be read in a mode in which the driver is responsible for controlling the movement of the vehicle.

The control system may include input means for receiving a transition signal indicating a request to transition between the autonomous driving mode and the manual driving mode. The control system can advantageously determine the haptic feedback as a function of a start of the transition between the autonomous driving mode and the manual driving mode. The transition signal can be provided as a function of an output from a controller or from a user input.

According to one aspect of the present invention, there is provided a control system for controlling a transition between an autonomous driving mode and a manual driving mode, the control system comprising one or more controls configured to: receive a transition signal that is a request to transition between the autonomous driving mode and indicating the manual drive mode, and a status signal indicating a status of a driver of the vehicle, determining a torque control signal indicating an amount of torque to be applied to control of the vehicle, wherein the torque control signal is a function of the status signal and a desired driver control input is determined for driving the vehicle in the manual mode, and outputting the torque control signal. The magnitude of the torque is advantageously determined as a function of the driver's condition in order to assist the driver in taking control of the vehicle.

According to one aspect of the present invention, there is provided a control system for controlling a transition between an autonomous driving mode and a manual driving mode, the control system comprising one or more controls configured to: receive a status signal indicating a status of a driver of the vehicle, Determining a haptic feedback signal indicative of a haptic feedback signal to be applied to a controller of the vehicle, wherein the haptic feedback signal is determined depending on the status signal and a desired driver control input for driving the vehicle in manual mode, and outputting the haptic feedback signal to one Apply haptic feedback signal to control the vehicle. It is advantageous that the haptic feedback is determined depending on the driver's condition in order to help the driver take control of the vehicle.

In embodiments, the one or more controllers may collectively include: at least one electronic processor with an electrical input for receiving the status signal; and at least one memory device coupled to the at least one electronic processor and having instructions stored therein; wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions stored therein to determine the haptic feedback signal.

The driver may be a primary occupant of the vehicle, the primary occupant not always being required to drive the vehicle, but may be a person within the vehicle who is responsible for driving the vehicle in manual mode.

The desired driver control input may be an expected driver input to control the vehicle in manual mode. The expected input may correspond to an input provided by an autonomous drive system of the vehicle. The expected input may be what is expected from the driver to navigate the vehicle in a current environment of the vehicle. The expected input can be determined based on a model of the vehicle.

The status signal can indicate an estimate of a cognitive status of the driver of the vehicle. The status signal can advantageously indicate the driver's mental readiness to take control of the vehicle.

The cognitive state is optionally a cognitive workload for the driver of the vehicle. Advantageously, the cognitive workload may indicate the driver's ability to take control of the vehicle when the ability to handle other information or tasks is impaired by the requirement.

The status signal can indicate an estimate of the muscular readiness of the driver of the vehicle to take control of the vehicle in the manual driving mode. The status signal can advantageously indicate the physical readiness of the driver to take control of the vehicle.

The control system can be arranged such that it determines the haptic feedback signal with a variable that is determined as a function of the status signal and a direction that is determined as a function of the desired driver control input. The haptic feedback can advantageously encourage the driver to make an entry in the direction of the desired driver control input. Advantageously, the size can cause the driver to increase his performance.

The control system can be arranged such that it determines a desired control authorization which is assigned to the driver of the vehicle depending on the status signal. Advantageously, the control system is configured to determine the desired control authority that reflects the driver's condition.

The control system may be arranged to determine an error that indicates a difference between the desired control authority and a current level of control authority of the driver of the vehicle, and to determine the haptic feedback signal in dependence thereon. The control system is advantageously configured to determine the haptic feedback signal as a function of the extent to which the driver's current control authorization is incompatible with the desired control authorization. In some embodiments, the difference may indicate a degree to which the current level of control is below the desired control.

The control system may optionally be configured to receive an actual control input signal indicative of an actual control input by the driver of the vehicle. It is advantageous that the control system is provided with a display of the driver's input for controlling the vehicle.

The control system can optionally be configured to determine the current level of tax authority depending on the desired control input for the vehicle and the actual control input of the driver of the vehicle. The current degree of control is advantageously based on the driver's actual input for controlling the vehicle.

The control system can be configured to determine a first part of the haptic feedback signal depending on the status signal. The first part of the haptic feedback can advantageously indicate the condition of the driver.

The control system may optionally be configured to receive an actual control input signal indicative of an actual control input by the driver of the vehicle. The control system is advantageously supplied with information about the control inputs of the driver to the vehicle.

The control system is optionally arranged to determine a control difference between the desired driver control input for the vehicle and the actual control input of the driver of the vehicle and to determine the haptic feedback signal as a function thereof.

The control system can be configured to determine a second part of the haptic feedback signal depending on the control difference. The second part of the haptic feedback advantageously reflects a difference between the driver's actual and the desired inputs.

The control system can be configured to determine the first part of the haptic feedback signal as a feedback component of the haptic feedback signal and the second part of the haptic feedback signal as a feedforward component of the haptic feedback signal. It is advantageous that an efficient control scheme is used to determine the haptic feedback.

According to one aspect of the present invention, a system is provided which comprises the control system and status detection means described above for determining a status of a driver of the vehicle and for providing the status signal to the control system in dependence thereon.

The state detection means can comprise an imaging device for providing image data of the driver. The condition detection means can comprise a temperature monitoring device for determining a temperature of at least a part of the driver's body. The condition detection means can comprise a skin conductance measuring device. The condition detection means can comprise an electrocardiogram measuring device.

The condition detection means optionally comprises means for determining the neuromuscular dynamics of one or both arms of the driver. The physical operational readiness of the driver's arms is advantageously determined.

According to one aspect of the present invention, a vehicle is provided which comprises the system described above or the control system described above.

According to one aspect of the present invention, there is provided a method for controlling a transition between an autonomous driving mode and a manual driving mode, the method receiving a status signal indicating the status of a driver of the vehicle, determining a haptic feedback signal indicating the status of a indicates haptic feedback signal to be applied to a control of the vehicle, the haptic feedback signal being determined in dependence on the status signal and a desired driver control input for driving the vehicle in manual mode; and outputting the haptic feedback signal to effect application of haptic feedback to a controller of the vehicle.

The method may include receiving a transition signal indicating a request to transition between the autonomous driving mode and the manual driving mode.

The status signal can indicate an estimate of a cognitive status of the driver of the vehicle.

The status signal can indicate an estimate of the muscular readiness of the driver of the vehicle to take control of the vehicle in the manual driving mode.

The method optionally includes determining a desired control authorization which is assigned to the driver of the vehicle as a function of the status signal.

The method optionally includes determining an error that indicates a difference between the desired control authority and a current degree of control authority of the driver of the vehicle, and wherein the haptic feedback signal is further determined depending on the error.

The method may include receiving an actual control input signal indicative of an actual control input by the driver of the vehicle.

The current level of tax authority can be determined depending on the desired control input for the vehicle and the actual control input of the driver of the vehicle.

The determination of the haptic feedback signal can include the determination of a first part of the haptic feedback signal as a function of the status signal.

Optionally, the method includes receiving an actual control input signal that indicates an actual control input of the driver of the vehicle.

The method may include determining a control difference between the desired driver control input for the vehicle and the actual control input of the driver of the vehicle, wherein the haptic feedback signal is determined as a function thereof.

The determination of the haptic feedback signal optionally includes the determination of a second part of the haptic feedback signal as a function of the control difference.

The first part of the haptic feedback signal can be determined as a feedback component of the haptic feedback signal. The second part of the haptic feedback signal can be determined as a pilot control component of the haptic feedback signal.

The condition of a driver of the vehicle is optionally determined at least partially by one or more image data of the driver, a temperature of at least part of the driver's body, a skin conductivity of the driver and electrocardiogram data.

The condition of a driver of the vehicle can be determined at least in part by a signal which indicates the neuromuscular dynamics of one or both arms of the driver.

According to one aspect of the present invention, computer software is available which, when executed, is arranged such that it carries out a method as described above. The Computer software can be stored on a computer readable medium. The computer-readable medium is optionally non-volatile.

Any controller, controller, or control system described herein may suitably comprise a control unit or computing device with one or more electronic processors. Thus, the control system may comprise a single control unit or an electronic control, or alternatively different functions of the control may be embodied in or housed in different control units or controls. As used herein, the term "controller" or "control unit" encompasses both a single control unit or controller and a plurality of control units or controllers that are operated together to provide certain control functionality. To configure a controller, an appropriate set of instructions may be provided which, when executed, cause the controller or computing device to implement the control techniques specified herein. The instruction set can be suitably embedded in the one or more electronic processors. Alternatively, the instruction set can also be provided as software which is stored in one or more memories which are assigned to the controller in order to be executed on the computing device. A first controller can be implemented in software that runs on one or more processors. One or more other controllers can be implemented in software running on one or more processors, optionally one or more processors like the first controller. Other suitable arrangements can also be made.

Within the scope of this application it is expressly provided that the various aspects, embodiments, examples and alternatives, which are set out in the preceding paragraphs, in the claims and / or in the following descriptions and drawings, and in particular the individual features thereof, independently or in any combination can be adopted. That is, all embodiments and / or features of an embodiment can be combined in any manner and / or combination, unless these features are not compatible. The applicant reserves the right to change an originally filed claim or to file a new claim accordingly, including the right to change an originally filed claim to be dependent on another claim and / or to incorporate a property of another claim, although it was not originally claimed in this way.

list of figures

• 1 zeigt eine schematische Darstellung eines Lenksystems eines Fahrzeugs gemäß einer Ausführungsform der Erfindung;
• 2 zeigt eine haptische Übernahmeeinheit gemäß einer Ausführungsform der Erfindung;
• 3 zeigt eine haptische Übernahmeeinheit gemäß einer Ausführungsform der Erfindung;
• 4 veranschaulicht die Fahrersteuerungsbefugnis gegen die Arbeitsbelastung des Fahrers gemäß einer Ausführungsform der Erfindung;
• 5 veranschaulicht die Fahrersteuerbefugnis gegen Muskelbereitschaft gemäß einer Ausführungsform der Erfindung;
• 6 veranschaulicht ein Verfahren nach einer Ausführungsform der Erfindung;
• 7 veranschaulicht die zulässige Fahrerautorität und die tatsächliche Fahrerbeteiligung gemäß einer Ausführungsform der Erfindung;
• 8 veranschaulicht das haptische Feedback (Rückkopplung, Rückmeldung) im Zeitverlauf gemäß einer Ausführungsform der Erfindung;
• 9 veranschaulicht das Fahrer- und Automatisierungsdrehmoment im Zeitverlauf gemäß einer Ausführungsform der Erfindung; und
• 10 veranschaulicht ein Fahrzeug gemäß einer Ausführungsform der Erfindung.

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

• 1 shows a schematic representation of a steering system of a vehicle according to an embodiment of the invention;
• 2 shows a haptic takeover unit according to an embodiment of the invention;
• 3 shows a haptic takeover unit according to an embodiment of the invention;
• 4 illustrates the driver control authority against the driver's workload according to an embodiment of the invention;
• 5 illustrates the driver control authority against muscle readiness according to an embodiment of the invention;
• 6 illustrates a method according to an embodiment of the invention;
• 7 illustrates the permitted driver authority and the actual driver participation according to an embodiment of the invention;
• 8th illustrates haptic feedback over time according to an embodiment of the invention;
• 9 illustrates driver and automation torque over time according to an embodiment of the invention; and
• 10 illustrates a vehicle according to an embodiment of the invention.

DETAILED DESCRIPTION

1 illustrates a steering system 100 of a vehicle. The steering system 100 includes steering control means 110 to apply the input torque to control an angular position of one or more steering means 120 , The steering device 120 can be used to control a trajectory of the vehicle used. The steering means 120 can have one or more steering wheels on a land vehicle 120 of the vehicle. In an embodiment in which the vehicle is a four-wheeled vehicle, the steering device comprises 120 at least first and second steerable wheels of the vehicle. In some vehicles, four wheels of the vehicle may be steerable, particularly at low speeds. In other embodiments, such as when the vehicle is a motorcycle, the steering means 120 a steerable wheel of the vehicle or an oar of the vehicle if the vehicle is a boat or an airplane. The steering control device 110 can be a system for transmitting the input torque to the steering device 120 his. The steering control device 110 can be a steering control system 110 be the mechanical components for converting a radial movement into a linear movement of one or more connections to the steering means 120 , such as push rods. The steering control system 110 may include a rack of the vehicle, although other precautions are provided.

In the illustrated embodiment, the steering control system 110 arranged so that there are inputs from first and second sources 10 . 20 receives. In use, a driver of the vehicle can be a source 10 be a first input, the driver input via a steering control 130 of the vehicle is received. In some embodiments, the steering control 130 a steering wheel 130 of the vehicle, although other steering controls, such as a joystick, can be provided. The driver transmits via the steering wheel 130 a driver steering moment 15 on the steering control 110 , In the illustrated embodiments is an autonomous propulsion system 20 of the vehicle is a source for a second input to the steering control system 110 , The autonomous drive system 20 is arranged so that it drives the vehicle in an at least partially autonomous driving mode. The at least partially autonomous driving mode can be at least one autonomous driving mode of the stage 3 or 4 as defined by SAE International. The autonomous drive system 20 is arranged to receive information about an environment of the vehicle and to determine suitable inputs for navigating the vehicle within the environment. Some of the inputs correspond to steering inputs, with electrical signals that indicate one or more steering actuators 140 are supplied, which can be arranged, for example, electric motors so that they the steering control system 110 deliver an autonomous steering torque. In some embodiments, the electrical signals 25 of the autonomous drive system 20 as a reference to a desired entrance 25 be considered for steering the vehicle, as will be explained.

It should be noted that other than that in 1 precautions shown can be taken. For example, the torque may only come from the steering actuator 140 on the steering control system 110 be applied when to control the steering actuator 140 Electrical signals are provided, both the driver's input and the steering input from the autonomous drive system 20 Show.

2 shows a haptic takeover control (HTOC) unit 200 according to an embodiment of the invention. The HTOC 200 is in 2 in terms of the driver 10 and the autonomous drive system 20 of the vehicle. The HTOC unit 200 is a controller 200 for controlling a transition between an autonomous driving mode and a manual driving mode of the vehicle. In some embodiments, the HTOC unit 200 an input for the steering system 100 provide. In some embodiments, the HTOC unit is 200 arranged so that it provides a haptic feedback signal that indicates the haptic feedback that is to be applied to a control of the vehicle in which the haptic feedback is perceptible to the driver. The haptic feedback may be applied to the steering wheel of the vehicle in some embodiments.

As described above, the driver poses 10 an input 15 for the steering system 100 of the vehicle. The input 15 the driver is considered the actual input 15 u _{D of} the driver to the steering system 100 designated. The input 15 of the driver is generated by a driver's neuromuscular system (NMS). The autonomous drive system 20 represents the steering system 100 an autonomous entrance 28 to disposal. The entrance 28 of the autonomous drive system 20 is used as an autonomous entrance 28 u _A to the steering system 100 designated. In embodiments of the invention, the input takes 15 of the driver during a takeover process between an autonomous driving mode and a manual driving mode in which the driver 10 from the autonomous driving system 20 takes over or resumes manual driving of the vehicle, α percent of the total steering input that is applied to the vehicle, wherein u _A occupies a remaining part of an optimal steering control input. After α = 100% the driver drives it Vehicle manual, ie the vehicle is fully functional in manual mode and the takeover process is complete. It is pointed out that even in manual mode, one or more driver assistance systems (ADAS), which are often referred to as advanced driver assistance systems, can assist the driver in driving the vehicle manually. For example, in some embodiments, a lane assistance system can provide steering torque that helps the driver keep the vehicle within a lane. It can therefore be assumed that the vehicle, which is fully functional in manual mode, does not exclude such support.

It is desirable that the takeover process go smoothly. Therefore, it is not possible to immediately stop automation and control to the human driver 10 to hand over. Instead, in embodiments of the invention, the driver's ability to take over is evaluated in real time. It is then determined how much control the driver has 10 should be assigned. The tax authority assigned to the driver can be gradually increased during the takeover process until the driver 10 fully controls the steering of the vehicle. In embodiments of the invention, the HTOC entity determines 200 a driver tax authority α _d . In embodiments of the invention, the driver control authority α _d is determined as a function of a state of a driver of the vehicle and a desired driver control input for driving the vehicle in manual mode.

As shown, the HTOC unit 200 an input for receiving a transition signal 50 include that indicates a request to transition between the autonomous driving mode and the manual driving mode. The transition signal 50 can from the autonomous drive system 20 are provided, for example in response to determining that a situation exists in which autonomous driving may not be continued. The transition signal 50 may be provided by another source, such as, but not limited to, the driver 10 itself, which indicates the desire to switch to manual driving of the vehicle.

The HTOC unit 200 is arranged to provide a haptic feedback signal 210 to be determined, which indicates haptic feedback to be applied to a steering control of the vehicle. The haptic feedback signal 210 can indicate a size of the haptic feedback to be applied to the control of the vehicle. In some embodiments, the HTOC unit is 200 arranged to produce a torque control signal 210 determine that indicates an amount of torque to be applied to a steering control of the vehicle, the steering control controlling the steering wheel 130 can be. The HTOC unit 200 can the haptic feedback signal 210 determine in real time during the takeover process. In 2 is the haptic feedback signal 210 presented so that it is the driver 10 is made available because the haptic feedback to the steering control 130 from the driver 10 is perceived during the takeover process. However, it should be noted that the haptic feedback signal 210 a means for controlling the application of torque to the steering control 130 can be supplied, such as a controller for one with the steering wheel 130 connected motor for applying haptic feedback to the steering wheel 130 ,

3 schematically illustrates a composition of the HTOC unit 200 according to an embodiment of the invention. The HTOC unit 200 can be from an electronic processor 1110 , as in 11 shown, implemented, which executes computer-readable instructions in a for the processor 1110 accessible memory 1120 can be saved. In some embodiments, the HTOC unit comprises 200 a variety of functions, each of which can be implemented in software running on the processor of the HTOC unit 200 is performed.

The HTOC unit 200 comprises a means for assigning driver control authorizations (DCAA) or a module 310 , The DCAA module 310 is arranged to provide a desired tax authorization for the driver 10 to determine. The desired control authority α _d is given by the DCAA module 310 depending on a condition of the driver 10 determines how explained. The DCAA is arranged so that there is a signal 315 that indicates the desired control authority ad. In some embodiments, the desired control authority α _d can be expressed as a percentage α _d %.

The HTOC unit 200 comprises a means of determining driver participation (DPD) or a module 320 , The DPD module 320 is arranged so that it determines a current degree of driver participation α in the steering of the vehicle. The current level of driver involvement may be an amount of driver input required by the driver 10 be understood. The degree of driver involvement may be a value between a predetermined minimum or maximum, such as 0 and 1, in some embodiments, where 0 does not represent driver input and 1 represents complete driver steering input is provided to cause the vehicle to drive a desired course. The current degree of driver participation α can depend on the actual input 15 u _{D of} the driver to the steering system 100 and an expected or desired input 25 be determined for steering the vehicle u _d . Both the actual entrance 15 the driver as well as the desired input 25 can be determined as a result of inputs over a predetermined period of time, for example 100ms, 500ms, 1 second, 2 seconds etc. A signal that indicates the desired input 25 for steering the vehicle displays, can be from the autonomous drive system 20 to be provided. An explanation of how to determine the desired input 25 for steering the vehicle u _d is listed below.

wobei, wie vorstehend erwähnt, uD die tatsächliche Eingabe 15 des Fahrers und ud die gewünschte Eingabe 25 zum Lenken des Fahrzeugs ist. Ein Signal 325, das den aktuellen Teilnahmegrad des Fahrers α% anzeigt, wird vom DPD-Modul 320 ausgegeben.In some embodiments, the current level of participation of the driver α can be determined using the equation as a percentage α%: $$\alpha \%=\frac{u_D}{u_d}$$

where, as mentioned above, uD is the actual entry 15 the driver and ud the desired input 25 for steering the vehicle. A signal 325 , which shows the current level of participation of the driver α%, is used by the DPD module 320 output.

A summing node 330 can therefore detect an error between the desired control authority αd and the actual participation of the driver in the steering of the vehicle α%. The summing node receives the signal 325 , which is the driver's current level of participation 325 and the desired control signal 315 displays. The summing node 330 is arranged to receive a participation error signal 335 output that indicates.

When returning to the DCAA module 310 As mentioned above, the driver control authority ad is determined depending on a state of a driver of the vehicle. The DCAA 310 is arranged so that there is at least one signal 345 . 355 that receives the state of the driver 10 displays. The driver's condition may be one or both of a driver's mental or physical condition 10 his. The driver's condition 10 is understood as an indication of the willingness of the driver to drive the vehicle in manual mode. The condition may be one or both of a cognitive condition or a muscle condition or the driver's willingness 10 his. The HTOC unit 200 includes one or both of a cognitive determination module (CDM) 340 and a muscle determination module (MDM) 350 , While the illustrated embodiment described herein both the CDM 340 as well as the MDM 350 includes, it should be noted that embodiments of the invention only with one of the modules 340 . 350 can be provided.

The CDM 340 is arranged to determine an estimate of the driver's cognitive workload and a signal 345 that indicates this to the DCAA 310 , The signal 345 represents the driver's psychological state. A driver's driving performance is expected to be affected by his cognitive workload, which is represented by a value X. The value λ can take a value between a minimum such as o and a maximum such as 1, which represents the maximum cognitive performance of the driver, although other values can be used. 4 illustrates a model of the desired control entity α _d for the driver against cognitive workload according to an embodiment of the invention. This in 4 The model shown is an inverted U-shape with a maximum desired control instance α _max at an intermediate value of the driver's cognitive workload X. Data indicating the model can be stored in a memory that is used for the DCAA module 310 is accessible.

The CDM 340 is arranged so that it is the driver 10 Monitored while driving the vehicle during the takeover process and estimating the driver's cognitive workload 10 certainly. The CDM 340 can have one or more status signals 341 received with respect to the driver, which may include one or more image data, the at least part of the driver 10 such as the driver's face, skin conductance, body temperature, heart rate and electrocardiogram signals. The CDM 340 may be a signal in some embodiments 341 received, which indicates one or more vehicle conditions, such as vehicle position, longitudinal speed and acceleration, lateral speed and acceleration. The CDM 340 is arranged to determine the cognitive workload value λ depending on it. The seasoned reader will be aware that studies to measure and estimate the driver's cognitive workload using various signal processing and machine learning methods were carried out, from which the cognitive workload value X can be determined.

wobei α_d ∈[0,1] der aktuelle Sollwert der Fahrersteuerungsbefugnis ist, φ1 und φ2 Designparameter sind, α_max ein Maximalwert für die Fahrersteuerungsbefugnis ist (α_max kann einen vorbestimmten Wert haben, wie beispielsweise 1, um anzuzeigen, dass der Fahrer das Fahrzeug vollständig kontrolliert), und X stellt die kognitive Arbeitsbelastung des Fahrers dar. In einigen Ausführungsformen ist φ2 der Wert der kognitiven Arbeitsbelastung, wobei der gewünschte Wert der Fahrersteuerungsbefugnis α_d maximal ist, d.h. α_max; und φ1 ist ein Indikator für eine Änderungsrate der Fahrersteuerungsbefugnis, d.h. ein Gradient der in 4 dargestellten Kurve.The CDM 340 is arranged so that it is the cognitive workload signal 345 that displays the cognitive workload value X. The DCAA module 310 receives the cognitive workload signal 345 and is arranged in such a way that it determines a value of the desired cognitive control α _d (λ). The value of the cognitively desired control entity α _d (λ) can be determined as: $${\alpha }_d\left(\lambda \right)={\alpha }_{\text{Max}}-{\phi }_1{\left(\lambda -{\phi }_2\right)}^2$$

where α _d ∈ [0.1] is the current driver control authority setpoint, φ1 and φ2 are design parameters, α _{max is} a maximum driver control authority value (α _max may have a predetermined value, such as 1, to indicate that the driver is Vehicle fully controlled), and X represents the driver's cognitive workload. In some embodiments, φ2 is the value of the cognitive workload, with the desired value of driver control authority α _d maximum, ie α _max ; and φ1 is an indicator of a rate of change of driver control authority, ie a gradient of the 4 curve shown.

The MDM 350 is arranged to determine an estimate of the muscle condition or the willingness of the driver and a muscle condition signal 355 that indicates this to the DCAA 310 , The muscle condition signal 355 represents the muscle condition or the willingness of the driver to drive the vehicle in manual mode. A driver's driving performance is expected to be affected by his or her muscular condition, which affects his manual driving performance and is represented by a muscle condition value η. The value η can take a value between a minimum such as o and a maximum such as 1, which represents the maximum muscle readiness of the driver, although other values can be used. 5 illustrates a model of the desired control entity ad for the driver against muscle readiness η according to an embodiment of the invention. This in 5 The model shown is S-shaped and generally indicates an increase in the desired control authority ad up to a maximum desired control authority αmax with increasing muscle readiness η. Data indicating the model can be stored in memory that is for the DCAA module 310 is accessible.

The muscle condition or readiness for muscle can be represented by the neuromuscular dynamics of the driver's arms when steering the vehicle and can be regarded as non-linear. A large steering torque may be required during the takeover process, for example in order to avoid obstacles or to keep the vehicle on track. If the driver's arm muscles are completely relaxed, the driver's readiness for the driving task can be regarded as low.

Possible reasons that can lead to the above situation can be the driver's distraction 10 due to non-driving activities and a lack of awareness of the environment or the effort required. However, since people are capable of learning and adapting, muscle readiness can increase exponentially if the driver concentrates on the driving task and takes over control again. The control authority ad can be modeled in embodiments of the invention depending on the degree of muscle readiness, as in 5 ,

$$J=J_{dr}+J_{sw}$$

$$B=B_{dr}+B_{sw}$$

wobei T_D die Lenkungseingabe des Fahrers ist, d.h. das Lenkmoment in einigen Ausführungsformen (TD kann daher gleich u_D für die Seitensteuerung des Fahrzeugs sein, obwohl u_D in einigen Ausführungsformen andere Eingaben beinhalten kann, wie z.B. in Bezug auf die Längssteuerung des Fahrzeugs, d.h. Gas- und Bremseingaben), Tdis ist eine Störungseingabe oder ein Störungsmoment in einigen Ausführungsformen, das außerhalb des Lenksystems aufgebracht wird, wie beispielsweise durch eine unebene Fahrbahnoberfläche. K ist ein Steifigkeitskoeffizient des zusammenwirkenden Systems, und θ_sw ist der Lenkwinkel. J ist klumpenförmige Trägheit, J_dr ist die Trägheit des Arms des Fahrers, J_sw ist die Trägheit des Lenkrads, B_dr und B_sw sind die viskosen Dämpfungsbegriffe des neuromuskulären Systems des Fahrers bzw. der Lenkradlager und B ist der klumpenförmige Viskositätskoeffizient.In embodiments of the invention, a system coupled to the driver's steering wheel can be represented as an inertial model. A dynamic equation for the driver steering wheel system can be represented as: $$T_D-T_{dis}=J{\ddot{\theta }}_{sw}+{\dot{\theta }}_{sw}+K{\theta }_{sw}$$

$$J=J_{dr}+J_{sw}$$

$$B=B_{dr}+B_{sw}$$

where T _{D is} the driver's steering input, that is, the steering torque in some embodiments (TD may therefore be equal to u _D for vehicle lateral control, although in some embodiments u _D may include other inputs, such as vehicle longitudinal control, ie, throttle and brake inputs), Tdis is a fault input or fault torque in some embodiments that is applied outside the steering system, such as by an uneven road surface. K is a stiffness coefficient of the interacting system and θ _sw is the steering angle. J is lump-shaped inertia, J _dr is the inertia of the driver's arm, J _sw is the inertia of the steering wheel, B _dr and B _sw are the viscous damping terms of the driver's neuromuscular system or the steering wheel bearings and B is the lump-shaped viscosity coefficient.

wobei s ein Derivat von B und s² ein Derivat zweiter Ordnung von J bezeichnet.With the help of a vehicle model, as described below, a transfer function of the driver-vehicle interaction system can be determined. The transfer function according to an embodiment of the invention can be as follows: $$\frac{{\theta }_{sw}}{T_D}=\frac{1}{J{s}^2+Bs+K}$$

where s denotes a derivative of B and s ² denotes a second order derivative of J.

In order to characterize the interaction between driver and steering wheel, key parameters of the transfer function were identified by formulating this system identification as a non-linear least-squares problem and adopting a Gauss-Newton method as the search algorithm for the solution. Based on the methodology mentioned above, steering experiments with different control tasks, different driver positions and handle positions were carried out in a driving simulator. Correlations were then used to examine the relationships between the neuromuscular state and the key parameters of the estimated transfer function model across multiple driving activities. The results showed that the parameter of the stiffness coefficient K was strongly correlated with the muscle activity while driving. Thus, the stiffness coefficient K in embodiments of the invention is chosen as an indicator of the neuromuscular state.

In embodiments of the invention, the real-time degree of muscle readiness can be expressed as: $$\eta =\frac{K_{actual}}{K_{ref}}$$

K _actual and Kref are reference and actual values of the stiffness coefficient.

In embodiments of the invention, Kref can be based on the desired input 25 of the driver. In some embodiments, Kref can be determined as: $$K_{ref}=\frac{u_d-\left(J{\theta }_{sw}^{{}^{\mathrm{..}}}+B{\theta }_{sw}^{{}^{,}}\right)}{{\theta }_{sw}}$$

The reference value of the muscle stiffness coefficient K _ref can be derived from experimental data. The actual stiffness coefficient K _actual can be determined in real time based on the steering torque and the steering angle of the driver, the signals of which the MDM 350 be made available as indicated by the input, which is arranged so that it receives the status signal 351 receives a driver's neuromuscular condition 10 displays. In some embodiments, K _actual can be determined as: $$K_{actual}=\frac{u_D-\left(J{\theta }_{sw}^{{}^{\mathrm{..}}}+B{\theta }_{sw}^{{}^{,}}\right)}{{\theta }_{sw}}$$

The MDM 350 is arranged so that it is the driver 10 monitored while driving the vehicle during the takeover process and estimating the muscle readiness of the driver 10 certainly. The MDM 350 is arranged so that it is the muscle condition signal 355 outputs that indicates the muscle condition value η. The DCAA module 310 receives the muscle condition signal 355 and is arranged to determine a value of the desired control authority α _d (η) for the muscle state in dependence thereon.

wobei µ₁ und µ₂ Parameter sind, die entsprechend ausgewählt werden können. In einigen Ausführungsformen können µ₁ und µ₂ den gleichen Wert haben, obwohl dies nicht notwendig ist und unterschiedliche Werte haben kann. Beispielsweise können µ1 und µ2 zwischen 5 und 15 und, in einer Ausführungsform, liegen, $$\mathrm{\mu }1=\mathrm{\mu }2=10.$$

In some embodiments, the DCAA module determines 310 the value of the desired control authority αd (η) according to: $${\alpha }_d\left(\eta \right)=1-{\mu }_1{e}^{-{\mathrm{<figure-callout\; id="2"\; label="\mu "\; filenames="DE102019208732A1\_0028.png,DE102019208732A1\_0029.png"\; state="\{\{state\}\}">\mu </figure-callout>}}_2\eta }$$

where µ ₁ and µ _{2 are} parameters that can be selected accordingly. In some embodiments, µ ₁ and µ _{2 can have} the same value, although this is not necessary and can have different values. For example, µ1 and µ2 can be between 5 and 15 and, in one embodiment, $$\mathrm{<figure-callout\; id="1"\; label="\mu "\; filenames="DE102019208732A1\_0028.png,DE102019208732A1\_0029.png"\; state="\{\{state\}\}">\mu </figure-callout>}1=\mathrm{<figure-callout\; id="2"\; label="\mu "\; filenames="DE102019208732A1\_0028.png,DE102019208732A1\_0029.png"\; state="\{\{state\}\}">\mu </figure-callout>}2=\mathrm{10th}$$

The DCAA module 310 can use only one of the cognitive workload values λ to determine the cognitive desired control entity α _d (λ) and the muscle condition value η to determine the desired control entity α _d (η) because in some embodiments only one of the signals 345,355 from the DCAA- module 310 can be received. In such embodiments, an overall desired control authority ad is equal to that of α _d (λ) or α _d (η).

In some embodiments, both signals 345 . 355 the DCAA module determines 310 however, both the cognitively desired control entity αd (λ) and the muscle condition-oriented desired control entity αd (η), which are combined to form an overall desired control entity ad. The overall desired control authority ad can be determined by the DCAA module 310 depending on the values of the cognitively desired control entity α _d (λ) and the muscle condition of the desired control entity αd (η), which can be appropriately weighted with regard to the weighting values. In one embodiment, the overall desired control entity ad can be determined according to: $${\alpha }_d={\alpha }_d\left(\mathrm{\lambda }\right),{\alpha }_d\left(\mathrm{\eta }\right)$$

However, it should be noted that other functions can be used to combine the respective values of the control body. The DCAA module 310 is arranged so that it has the desired control authority signal 315 outputs that shows the specific value ad. The desired control signal 315 becomes the summing node as described above 330 provided to the attendance error signal 335 to be determined, which in some embodiments can be defined as: $$e_c={\alpha }_d\%-\alpha \%$$

The HTOC module 200 includes a haptic feedback (HF) module 360 , The RF module 360 is arranged to the attendance error signal 335 from the summing node 330 to recieve. The RF module 360 is arranged to determine one or more attributes of the haptic feedback that are to be applied to a control of the vehicle in dependence thereon. The RF module 360 is arranged so that there is a haptic feedback signal 365 outputs one or more properties of the haptic feedback. In some embodiments, the haptic feedback signal is 365 an indicator of the size of the haptic feedback. In some embodiments, the haptic feedback signal may indicate a direction of haptic feedback that is applicable to the control of the vehicle. In embodiments in which the controller is a turning controller of the vehicle, such as the steering wheel, the haptic feedback signal 365 display a torque value representing a torque value representing an amount of torque to be applied to the control of the vehicle, that is, the steering wheel. The torque can be applied, for example, by a motor assigned to the control, such as a motor assigned to the steering wheel of the vehicle. The torque can be applied in a direction that corresponds to a current desired control input of the vehicle. For example, if the steering is to be turned clockwise, the torque can be applied clockwise.

In some embodiments, the haptic feedback is dependent on the participation error signal 335 is determined, the haptic feedback is determined in order to support the driver in achieving an optimal control input for the vehicle. The haptic feedback signal 365 can on the deviation between a% and the desired tax authority α _d %, indicate what advantageously supports the driver in the implementation of the takeover process.

The RF module 360 can determine haptic feedback based on a feed forward and a feedback section. The RF module 360 is arranged in some embodiments to determine the haptic feedback T _hpt from which the haptic feedback signal 365 serves as an indicator: $$T_{Hpt}=T_{ff}+T_{fb}$$

T _{ff is} the feedforward area (input control section) and T _{fb is} the feedback area of the haptic feedback. The T is used to denote the torque, note that in other embodiments the haptic feedback signal 365 can indicate a linear force rather than a torque.

The pilot section T _ff can be determined as a function of the actual input of the driver u _D and the desired input for controlling the vehicle u _d . In some embodiments, the pilot section corresponds to an auxiliary input u _A that indicates a difference between the desired input for steering the vehicle and the actual input of the driver as follows: $$T_{ff}=u_d-u_D=u_A$$

wobei K_p und K_I Verstärkungswerte sind.In some embodiments, the feedback component Tfb is based on the error between the desired control entity ad and the actual participation of the driver in steering the vehicle. The feedback area can be determined as follows: $$T_{fb}=K_P{e}_c-{\mathrm{<figure-callout\; id="1"\; label="K"\; filenames="DE102019208732A1\_0028.png,DE102019208732A1\_0029.png"\; state="\{\{state\}\}">K</figure-callout>}}_1{\displaystyle \int e_{c}dt}$$

where K _p and K _{I are} gain values.

6 illustrates a process 600 according to an embodiment of the invention. The procedure 600 is a method for controlling a transition between an autonomous driving mode and a manual driving mode of a vehicle. The procedure 600 can be performed by a control system according to an embodiment of the invention, such as that in FIG 2 HTOC unit shown 200 , The procedure 600 can be implemented by one or more electronic processors.

The procedure 600 can be initiated in response to receiving a transition signal indicating a request to transition between the autonomous driving mode and the manual driving mode. The transition signal 50 may be issued by an autonomous driving control of the vehicle, for example in response to the autonomous driving control that determines that one or more conditions exist that result in autonomous driving not being able to continue. The transition signal 50 can alternatively by the driver 10 come and give an indication that he would like to take over the manual driving of the vehicle.

The procedure 600 includes one step 620 for receiving a status signal indicating the status of a driver of the vehicle. The status signal can be output by one or more status detection devices, as described below.

The process comprises one step 630 to determine a haptic feedback signal indicating haptic feedback to be applied to a controller of the vehicle. The haptic feedback signal is determined as a function of the status signal and a desired driver control input for driving the vehicle in manual mode. The haptic feedback signal can be determined as described above.

The process comprises one step 640 for outputting the haptic feedback signal in order to bring about an application of the haptic feedback to a control of the vehicle. The haptic feedback signal can be made available to one or more actuators in order to apply the haptic feedback to the control of the vehicle. If the control is a rotary control, the haptic feedback can be a torque that relates to the rotary control, such as for example, the steering wheel of the vehicle is applied. The one or more actuators can be, for example, an engine that is assigned to the steering system of the vehicle.

$$z\left(t\right)=Cx\left(t\right)$$

wobei: der Zustand x(t) = [ν_y (t) ω(t) y(t) ψ(t) θ_sw θ_̇sw ]^Tν_y(t) die Quergeschwindigkeit ist, ω(t) ist die Gierrate, y(t) ist die Seitenverschiebung, ψ(t) ist der Gierwinkel und θ_sw ist die Winkellage des Lenkrads. Das Lenkmoment T(t) = T_D (t) + T_A (t) ist die Systemeingabe, T_D (t) ist das vom menschlichen Fahrer angewandte Drehmoment und T_D (t) ist das vom Automatisierungssystem zugeführte Drehmoment. z(t) = y(t) ist der Ausgang des Systems. A , B und C sind konstante kontinuierliche Zeitmatrizen, die durch: $$A={\left[\begin{array}{llllll}\frac{-\left(C_f+C_r\right)}{m{V}_x}\hfill & \frac{-\left(a{C}_f-b{C}_r\right)}{m{V}_x}-V_x\hfill & 0\hfill & 0\hfill & \frac{C_f}{i_{s}m}\hfill & 0\hfill \\ \frac{-\left(a{C}_f-b{C}_r\right)}{I_z{V}_x}\hfill & \frac{-\left(a^2{C}_f+b^2{C}_r\right)}{I_z{V}_x}\hfill & 0\hfill & 0\hfill & \frac{a{C}_f}{i_s{I}_z}\hfill & 0\hfill \\ 1\hfill & 0\hfill & 0\hfill & u\hfill & 0\hfill & 0\hfill \\ 0\hfill & 1\hfill & 0\hfill & 0\hfill & 0\hfill & 0\hfill \\ 0\hfill & 0\hfill & 0\hfill & 0\hfill & 0\hfill & 1\hfill \\ 0\hfill & 0\hfill & 0\hfill & 0\hfill & \frac{-K}{J}\hfill & \frac{-B}{J}\hfill \end{array}\right]}_{,}$$

$$\begin{array}{ccc}B={\left[\begin{array}{llllll}0\hfill & 0\hfill & 0\hfill & 0\hfill & 0\hfill & \frac{1}{J}\hfill \end{array}\right]}^T& \text{und}& C=\left[\begin{array}{llllll}0\hfill & 0\hfill & 1\hfill & 0\hfill & 0\hfill & 0\hfill \end{array}\right]\end{array}$$

wobei m die Gesamtmasse des Fahrzeugs ist, C_f die vordere Kurvengängigkeit ist, C_r die hintere Kurvengängigkeit ist, m die Fahrzeugmasse ist, a der Abstand vom Schwerpunkt zur Vorderachse ist, b der Abstand vom Schwerpunkt zur Hinterachse ist, I_z das polare Trägheitsmoment ist und das Übersetzungsverhältnis des Lenksystems ist. V_x ist die Längsgeschwindigkeit mit einem konstanten Wert.As mentioned earlier, can help determine the input you want 25 , which can be viewed as the optimal input sequence, the driver-automation cooperation system is modeled together with the driving dynamics. A model of the vehicle can thus be used to determine the desired input variable u _d 25 described above. A linearized bicycle model with 2 degrees of freedom (DOF) can be used to approximate the dynamic behavior of the vehicle. Note that other models can be used and that the embodiments of the present invention are not limited in this regard. Assuming that the longitudinal speed at V _{x is} constant, the power steering of the vehicle can be described by the following state: $$\dot{x}\left(t\right)=Ax\left(t\right)+Bu\left(t\right)$$

$$z\left(t\right)=Cx\left(t\right)$$

where: the state x (t) = [ν _y (t) ω (t) y (t) ψ (t) θ _sw θ _̇sw ] ^T ν _y (t) is the lateral speed, ω (t) is the yaw rate, y (t) is the lateral shift, ψ (t) is the yaw angle and θ _sw is the angular position of the steering wheel. The steering torque T (t) = T _D (t) + T _A (t) is the system input, T _D (t) is the torque applied by the human driver and T _D (t) is the torque supplied by the automation system. z (t) = y (t) is the output of the system. A, B and C are constant continuous time matrices, which are: $$A={\left[\begin{array}{llllll}\frac{-\left(C_f+C_r\right)}{m{V}_x}\hfill & \frac{-\left(a{C}_f-b{C}_r\right)}{m{V}_x}-{\mathrm{<figure-callout\; id="0"\; label="V\; x"\; filenames="DE102019208732A1\_0028.png"\; state="\{\{state\}\}">V\; </figure-callout>}}_x\hfill & 0\hfill & 0\hfill & \frac{C_f}{i_{s}m}\hfill & 0\hfill \\ \frac{-\left(a{C}_f-b{C}_r\right)}{I_z{V}_x}\hfill & \frac{-\left(a^2{C}_f+b^2{C}_r\right)}{I_z{V}_x}\hfill & 0\hfill & 0\hfill & \frac{a{C}_f}{i_s{I}_{\mathrm{<figure-callout\; id="0"\; label="z"\; filenames="DE102019208732A1\_0028.png"\; state="\{\{state\}\}">z</figure-callout>}}}\hfill & 0\hfill \\ 1\hfill & 0\hfill & 0\hfill & \mathrm{<figure-callout\; id="0"\; label="u"\; filenames="DE102019208732A1\_0028.png"\; state="\{\{state\}\}">u</figure-callout>}\hfill & 0\hfill & 0\hfill \\ 0\hfill & 1\hfill & 0\hfill & 0\hfill & 0\hfill & 0\hfill \\ 0\hfill & 0\hfill & 0\hfill & 0\hfill & 0\hfill & 1\hfill \\ 0\hfill & 0\hfill & 0\hfill & 0\hfill & \frac{-K}{J}\hfill & \frac{-B}{J}\hfill \end{array}\right]}_{.}$$

$$\begin{array}{ccc}B={\left[\begin{array}{llllll}0\hfill & 0\hfill & 0\hfill & 0\hfill & 0\hfill & \frac{1}{J}\hfill \end{array}\right]}^T& \text{and}& C=\left[\begin{array}{llllll}0\hfill & 0\hfill & 1\hfill & 0\hfill & 0\hfill & 0\hfill \end{array}\right]\end{array}$$

where m is the total mass of the vehicle, C _{f is} the front cornering ability, C _{r is} the rear cornering ability, m is the vehicle mass, a is the distance from the center of gravity to the front axle, b is the distance from the center of gravity to the rear axle, I _{z is} the polar moment of inertia and the gear ratio of the steering system. V _x is the longitudinal velocity with a constant value.

$$z\left(k\right)=C_{d}x\left(k\right)$$

wobei A_d = e^{AΓ s} , $B_d={\displaystyle {\int }_0^{{\Gamma }_s}{e}^{A\tau }d\tau \cdot B},$

und C_d = C die diskreten Matrizen sind.By further discretizing the above state space with a sampling time of Γ _s using the zero order hold method, the discrete time representation of the system model can be represented: $$x\left(k+1\right)=A_{d}x\left(k\right)+B_{d}u\left(k\right)$$

$$z\left(k\right)=C_{d}x\left(k\right)$$

where A _d = e ^{AΓ s} . $B_d={\displaystyle {\int }_0^{{\Gamma }_s}{e}^{A\tau }d\tau \cdot B}.$

and C _d = C are the discrete matrices.

In order to demonstrate an effective embodiment of the invention, simulations were carried out. In these simulations, a longitudinal speed of the vehicle was set at a constant 30 km / h set. Some of the key parameters used in the simulations are listed in the table below, and the main results are described below. vehicle mass 1360 kg wheelbase 2.33 m Front face of the vehicle 0.32 m ² . Drag coefficient - Front wheel cornering 0,275 N / rad Rear cornering stiffness 3.79 - Polar moment of inertia 1750 kg-m ² steering ratio 15 - - longitudinal speed 30 km / h

After receiving the takeover request, the driver shifts his attention back to the driving task and it is assumed that the cognitive workload and muscle readiness will recover quickly. The permissible takeover control authorization for the driver (α _d ) increases from 0 to 100% within 3 seconds, as in 7 that illustrates this against the actual control authority α% over time.

8th illustrates haptic feedback over time. In 8th the torque (Nm) is shown against time. It should be noted that the embodiments of the invention are not limited to the torque as haptic feedback.

In some embodiments, during the transition process of the takeover, the haptic feedback torque is applied to the steering wheel and dynamically adjusted, as in FIG 8th shown to minimize the difference between the actual proportion of driver input and the desired tax authority. It is advantageous that there is a smooth transition from automatic control to manual driving.

9 illustrates the values of u _A and u _D during the takeover process. 9 shows that the driver is not well prepared for the takeover process during the first 1.5 seconds due to the workload and the neuromuscular state, so that the automation system dominates the entire steering torque. After this time, the driver gradually applies more torque with the help of the haptic feedback generated, and the contribution of the system decreases accordingly. 9 also shows that the handover process is completed in about 3s, although the embodiments of the invention are not limited in this regard. During the entire takeover process, the actual value of the total torque introduced by the driver and the automation fits very well with the required control input sequence (see 9 ) and indicates the feasibility and effectiveness of the haptic takeover aid according to the embodiments of the invention.

10 illustrates a vehicle 1000 according to an embodiment of the invention. The vehicle may be a land vehicle that includes a plurality of wheels. The vehicle may be a controller according to an embodiment of the invention, such as the HTOC unit shown above 200 , or a system with the controller 200 include. The system may include condition sensing means, such as one or more condition sensing devices, for determining a condition of a driver of the vehicle and providing the condition signal to the HTOC unit 200 depending on it.

The condition detection device may include one or more of an imaging device for providing driver image data, a temperature monitoring device for determining a temperature of at least a portion of the driver's body, a skin conductivity measuring device, and an electrocardiogram measuring device. The condition measuring device can be arranged such that it determines the neuromuscular dynamics of one or both arms of the driver.

11 illustrates a controller 1100 for controlling a transition between an autonomous driving mode and a manual driving mode according to an embodiment of the invention. Although one controller is illustrated, it should be appreciated that embodiments of the invention can consist of a variety of controllers. The one or more controls 1100 together comprise at least one electronic processor 1110 and an electrical input 11130 for receiving a status signal. The one or more controllers include at least one storage device 1120 that with the at least one electronic processor 1110 is coupled and has instructions stored therein. The electronic processor 1110 is configured to access the storage device 1120 access and execute the instructions stored therein to determine the haptic feedback signal. The one or more controls include an electrical output 1140 to output the haptic feedback signal.

It should be noted that embodiments of the present invention can be implemented in the form of hardware, software or a combination of hardware and software. Such software can be in the form of volatile or non-volatile memory, such as a memory device such as a ROM, whether erasable or rewritable or not, or in the form of memory, such as RAM, memory chips, device or integrated circuits, or on an optical or magnetic readable medium, such as a CD, DVD, magnetic disk or magnetic tape, can be stored. It should be noted that the storage devices and storage media are embodiments of machine readable storage suitable for storing a program or programs that, when implemented, implement embodiments of the present invention. Accordingly, embodiments provide a program that includes code to implement a system or method as claimed in a previous claim and machine readable memory that stores such a program. In addition, embodiments of the present invention may be transmitted electronically via any medium, such as a communication signal transmitted over a wired or wireless connection, and embodiments that include the same.

All features disclosed in this specification (including all associated claims, abstractions and drawings) and / or all steps of a method or process disclosed in this way can be combined in any combination, unless they are combinations in which at least some of these Exclude features and / or steps from each other.

Any feature disclosed in this specification (including any claims, abstractions, and drawings associated therewith) may be replaced by alternative features that serve the same, equivalent, or similar purpose unless expressly stated otherwise. Unless expressly stated otherwise, each feature disclosed is only an example of a generic set of equivalent or similar features.

The invention is not limited to the details of the aforementioned embodiments. The invention extends to any new or novel combination of the features disclosed in this specification (including all associated claims, abstractions and drawings) or to any new or novel combination of the steps of a method or process so disclosed. The claims are to be interpreted not only on the aforementioned embodiments, but also on all embodiments that fall within the scope of the claims.

Claims (14)

A control system (200) for controlling a transition between an autonomous driving mode and a manual driving mode of a vehicle (1000), the control system comprising one or more controls (1100) configured to: Receiving (620) a status signal (341, 351) indicative of a status of a driver of the vehicle (1000); Determining (630) a haptic feedback signal (210) indicating haptic feedback to be applied to a controller of the vehicle (1000), the haptic feedback signal depending on the status signal and a desired driver control input for driving the vehicle (1000) in manual Mode is determined; and Determining a first part of the haptic feedback signal (210) depending on the status signal and determining a second part of the haptic feedback signal; and Determining the first part of the haptic feedback signal as a feedback component of the haptic feedback signal and the second part of the haptic feedback signal as a feedforward component of the haptic feedback signal; and Output (640) the haptic feedback signal (210) to effect application of the haptic feedback to a controller (130) of the vehicle (1000). Control system according to Claim 1 wherein the one or more controllers (1100) together comprise: at least one electronic processor (1160) having an electrical input (1130) for receiving the status signal; and at least one memory device (1120) coupled to the at least one electronic processor (1100) and having instructions stored therein; wherein the at least one electronic processor (1100) is configured to access the at least one memory device and execute the instructions stored therein to determine the haptic feedback signal. Tax system according to Claim 1 or Claim 2 wherein the status signal (341) indicates an estimate of a cognitive status of the driver (10) of the vehicle (1000). A control system of any preceding claim, wherein the status signal (351) indicates an estimate of the muscle readiness of the driver (10) of the vehicle (1000) to take control of the vehicle (1000) in manual driving mode. A control system of any preceding claim arranged to determine the haptic feedback signal (210) having a magnitude determined in response to the status signal (341, 351) and a direction determined in response to the desired driver control input , Control system of a preceding claim, which is arranged to determine a desired control authorization which is assigned to the driver of the vehicle (1000) in dependence on the status signal (341, 351). Tax system according to Claim 6 arranged to determine an error indicating a difference between the desired control authority and a current degree of control authority of the driver of the vehicle (1000) and to determine the haptic feedback signal (210) in dependence thereon. The control system after Claim 7 configured to: receive an actual control input signal (15) indicating an actual control input of the driver (10) of the vehicle (1000); and determining the current degree of tax authority depending on the desired control input for the vehicle (1000) and the actual control input of the driver of the vehicle (1000). The control system of any preceding claim configured to: Receiving an actual control input signal (15) indicative of an actual control input of the driver of the vehicle (1000); Determining a control difference between the desired driver control input (25) for the vehicle (1000) and the actual driver control input of the vehicle (1000); and Determining the haptic feedback signal (210) as a function of the control difference. Tax system according to Claim 9 , which is configured to determine the second part of the haptic feedback signal as a function of the control difference. A system comprising: the control system (200) of any preceding claim; and State detection means for determining a state of a driver of the vehicle (1000) and for providing the state signal (341, 342) to the control system in dependence thereon. Vehicle (1000) comprising the control system according to one of the Claims 1 to 10 or the system according to Claim 11 , A method (600) for controlling a transition between an autonomous driving mode and a manual driving mode, the method comprising: receiving (620) a status signal (341, 351) indicating a status of a driver of the vehicle (1000); Determining (630) a haptic feedback signal (210) indicating haptic feedback to be applied to control of the vehicle (1000), the haptic feedback signal depending determined by the status signal and a desired driver control input for driving the vehicle (1000) in manual mode; and determining a first part of the haptic feedback signal (210) in dependence on the status signal and determining a second part of the haptic feedback signal; and determining the first part of the haptic feedback signal as a feedback component of the haptic feedback signal and the second part of the haptic feedback signal as a feedforward component of the haptic feedback signal; and outputting (640) the haptic feedback signal to effect an application of the haptic feedback to a controller (130) of the vehicle (1000). Computer software that, when executed, is used to perform a method Claim 13 is set up; the computer software is optionally stored on a computer-readable medium.

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