Abstract
Currently, the driver plays a crucial role in the safety of autonomous vehicles, functioning as the fall back for vehicle control systems. Fast and accurate detection of driver intervention is therefore of importance. In this article a novel driver intervention detection method for automated vehicles is presented and tested. Non-critical transitions are considered, excluding safety related applications. The transfer function between the electric power steering torque and steering column angle is estimated by perturbing the steering system with a known disturbance. This estimated value is used to detect whether a driver is intervening. The detection algorithm has been tested in simulations using a four degree-of-freedom vehicle model. The parameters of this vehicle model have been obtained via frequency response measurements performed on a test vehicle. Secondly, the performance of the algorithm has been tested with on-road measurements. The results show that driver intervention can be successfully detected within 0.4 seconds. The performance in terms of true and false detections has been analyzed, and the presented solution is shown to be robust to measurement noise and road disturbances.
Highlights
A UTOMATED vehicles can be classified from driving automation level 0 through 5 using the SAE J3016 standard [1]
The results show that the presented intervention detection method can be used to detect driver intervention with an average response time of 0.3 s and maximum of 0.4 s, meeting our aim of 0.65 s
Limitations of the presented detection algorithm include the road quality, the considered intervention scenario and the Driver intervention detection via on-line transfer function estimation is successfully realized without using additional hardware
Summary
A UTOMATED vehicles can be classified from driving automation level 0 through 5 using the SAE J3016 standard [1]. Driving automation level 0 being fully manually operated vehicle and 5 being fully automated. Driving automation level 1 was realized in the 1990’s with the implementation of adaptive cruise control, known as ACC [2]. Driving automation level 3 requires the longitudinal and lateral vehicle motions to be controlled simultaneously in a specified operational design domain [1]. In vehicles up to level 3 the fallback for the vehicle control system is the driver. Because there is no automated fallback, the detection of driver intervention is a necessity. For the vehicle to shift the control back to the driver, it must be able to detect the driver intervention
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