Steering-Feel, Interaction Between Driver and Car

Harrer, Manfred; Pfeffer, Peter E.; Braess, Hans-Hermann

doi:10.1007/978-3-319-05449-0_7

Cited by 9 publications

(20 citation statements)

References 4 publications

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“…To minimize the environmental influences on the results, these standard tests usually have to be carried out on a proving ground. Using a steering robot can increase the quality of the measurement data noticeably, as proven in doctoral thesis [56]. However, only a few of the previous publications have utilized a steering robot -Ref.…”

Section: A Standards For Objective Assessmentmentioning

confidence: 99%

“…However, since in the end it is the driving behavior as a whole that has an effect on people, the subjective assessment method cannot be replaced so far [51]. The subjective assessment is based on the human ability to integrally assess dynamic system characteristics, which are composed of complex multidimensional stimuli [56]. The driving test for subjective assessment is carried out exclusively based on the vehicle reaction variables induced and processed by the driver.…”

Section: Subjective Assessmentmentioning

confidence: 99%

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State of the Art: Ongoing Research in Assessment Methods for Lane Keeping Assistance Systems

Wei

Pfeffer

Edelmann

2024

IEEE Trans. Intell. Veh.

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A safe, comfortable and intelligent Lane Keeping Assistance System (LKAS) is fundamental on the way to realizing full automated driving. In spite of the current high market penetration of LKAS, vehicle manufacturers, suppliers and researchers are still working on improving the system to reach a higher customer acceptance. To achieve this goal more efficiently, a systematic and ideally objective assessment procedure of the system needs to be established. Till date, a thorough review study of the assessment procedures of LKAS does not exist, especially of those which also take the subjective impression of the driver into consideration. The motivation of this paper is to benchmark the state-of-the-art assessment methods of LKAS and identify where problems and research potentials lie. The paper summarizes the relevant characteristics of LKAS based on representative research in the past decades. It also compares the characterization of LKAS with the field of steering feel and vehicle handling in the aspects of procedure, strategy, as well as their advantages and disadvantages. This paper contributes to transferring the know-hows and valuable experiences from other well-developed fields of vehicle dynamics into the rapid-evolving branch of Advanced Driver Assistance System (ADAS), in order to help standardizing its assessment procedure and give insights on system design from a human-centered perspective in the early development phase, thus shortening the ADAS development cycles.

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Section: A Standards For Objective Assessmentmentioning

confidence: 99%

Section: Subjective Assessmentmentioning

confidence: 99%

State of the Art: Ongoing Research in Assessment Methods for Lane Keeping Assistance Systems

Wei

Pfeffer

Edelmann

2024

IEEE Trans. Intell. Veh.

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“…The use of KPI or objective parameters as quality criteria is already well known e.g. from the work on steering feel evaluation of Harrer 12 and Gomez 13 and is crucial for the success of the calibration task. Their definitions must be wisely chosen with the aim of including as much information about the system behavior as possible.…”

Section: Model-based Calibrationmentioning

confidence: 99%

Development and model-based calibration of the lateral controllers “steer-by-angle” and “steer-by-torque” of a lane keeping assistance system

Stubler¹,

Niegl

Forster³

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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Advanced Driver Assistance Systems (ADAS) such as Lane Keeping Assistance (LKA) systems are in the focus of current vehicle developments. Of special interest is the calibration task, which plays an increasingly decisive role in early development stages. At this point it is essential to analyze the pre-calibrated controller concepts by appropriate simulation methods. A software toolchain is introduced, using Model-in-the-Loop (MiL) for the evaluation and calibration of the LKA system. Within, a Design-of-Experiment (DoE) tool is integrated together with the simulation environment. This enables the examination of the two different lateral controller concepts Steer-by-Angle (SbA) and Steer-by-Torque (SbT). Their lateral guidance performance is characterized by Key Performance Indicators (KPI), which are derived from simulation quantities of straight-line and cornering maneuvers. Further, statistical behavior models are generated based on those KPI and controller design variables (DV). The subsequent optimization process leads to high performances of both controllers. In particular, the SbA controller shows higher efficiency under the impact of disturbances as well as the reference reaction with lower settling times. Overall, the achieved lateral guidance performances indicate the potential of both control algorithms in an early development stage. With the software toolchain, a platform for further LKA system calibration and lateral guidance performance optimization is established.

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“…The longitudinal and lateral accelerations in daily driving situations (urban, highway or country side) depend on driver, vehicle and road conditions. Generally-speaking this standard driving situations have a lateral acceleration falling under 0.2g (1.96 m/s 2 ), and the steering wheel torque level, depending on the assistance system applied, ranges from 2.5 to 6.0 Nm in current market standard cars [38].…”

Section: ) Steering Operative Forcesmentioning

confidence: 99%

“…Therefore, we choose, based on economic and functional purposes, vehicle driving tests and driver actions to be as similar to the ones used in the type approval process of M1 vehicles [23]. The objective of the driving tests was the acquisition of vehicle characteristics (objective parameters) from standardised vehicle manoeuvres [38]. The testing methodology was designed as a closedloop manoeuvre where the driver takes the control of the vehicle, acting onto the primary controls and responding itself to fulfil the driving task, as e.g.…”

Section: B Driving Testsmentioning

confidence: 99%