EP4263326A1 - Système de direction à commande électrique actif/semi-actif et procédé associé - Google Patents

Système de direction à commande électrique actif/semi-actif et procédé associé

Info

Publication number
EP4263326A1
EP4263326A1 EP22706162.9A EP22706162A EP4263326A1 EP 4263326 A1 EP4263326 A1 EP 4263326A1 EP 22706162 A EP22706162 A EP 22706162A EP 4263326 A1 EP4263326 A1 EP 4263326A1
Authority
EP
European Patent Office
Prior art keywords
steer
brake
wire system
motor
steering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22706162.9A
Other languages
German (de)
English (en)
Inventor
Anirban Chaudhuri
Michael JARZOMSKI
Askari Badre-Alam
Russell E. Altieri
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Lord Corp
Original Assignee
Lord Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lord Corp filed Critical Lord Corp
Publication of EP4263326A1 publication Critical patent/EP4263326A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0403—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box
    • 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
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/46—Interconnection of networks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/83—Steering input members
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN

Definitions

  • the subject matter herein generally relates to the field of resistive torque-generating devices and motor control. More particularly, the subject matter herein relates to tactile feedback device (TFD) brakes used in conjunction with a motor to provide active/ semi -active steer-by-wire control for a human-machine interface.
  • TFD tactile feedback device
  • TFDs may be used for steering position output and semi-active torque feedback for steer-by-wire applications.
  • TFD brakes that typically include one or more sensors to measure steering position, and a coil to activate magnetically responsive (MR) medium such as magnetorheological fluid (MR fluid) or magnetically responsive powder (MR powder) to produce brake torque.
  • MR magnetically responsive
  • MR fluid magnetorheological fluid
  • MR powder magnetically responsive powder
  • TFDs that include an on-board microcontroller, position sensor(s) and amplifiers, collectively referred to as a tactile feedback control unit (TFCU), can communicate with external vehicle controllers to communicate position and control brake feel.
  • TFD’s are good at providing end stop control and variable resistive torque.
  • TFDs are incapable of providing active features such as return-to-center, command following, on-center control, active force-feel, or warning mode (e.g., similar to an aircraft stick shaker).
  • motors used for active control are good at providing the fine motion controlled active features, but provide inadequate end stop control, braking, and resistive torque.
  • the motor When attempts are made to use a motor to obtain an equivalent torque found in a TFD and have that motor provide end stop control, braking, and/or resistive torque, the motor must be significantly larger in size when compared to a brake and use significantly higher current levels to achieve that torque.
  • the motor is very large and it is nearly impossible for a human to provide control via a steering input device to overcome the peak torque.
  • the solution is to provide a combination TFD brake and relatively smaller motor as a steer-by-wire system capable of generating both tactile feel and shaft motion that are controlled by the TFCU.
  • the TFD and the motor work together to maximize their strengths and optimize the performance for the human operator.
  • a combined brake and motor providing tactile feedback control to a human-machine interface steering input device as part of a steer-by-wire system is provided with this invention.
  • the brake is a tactile feedback device (TFD) brake
  • the motor is an electric motor coupled to the brake.
  • the brake provides end stop control and resistive torque to the steer-by-wire system.
  • the motor provides motion control to the steer-by-wire system, where motion control includes a return-to-center, a command following, an on-center control, an active force-feel, and/or a warning mode (e.g., similar to an aircraft stick shaker or a lane departure).
  • the steer-by-wire system is an active system.
  • a steer-by-wire system providing a steering response comprises a brake, a motor, a shaft, at least one position sensor, and at least one microcontroller.
  • the motor is coupled to the brake.
  • the shaft is coupled to the brake and the motor.
  • the at least one position sensor is capable of providing an angular position of the shaft.
  • the at least one microcontroller contains programming suitable for providing input to the motor and the brake to create the steering response, wherein the brake, the motor and the position sensor are in electronic communication with the microcontroller.
  • a method of providing a steering response in a vehicle comprising an operator driving the vehicle, the driving including the operator steering a vehicle steering system, rotating the shaft by the operator to provide at least one steering input to the vehicle steering system, translating the at least one steering input into an electronic steering command with the steer-by-wire system, communicating the steering angular position to a steering controller from the at least one microcontroller, and providing a semi-active tactile feedback to the operator, the semi-active tactile feedback creating the steering response which simulates a direct linkage steering system.
  • the vehicle steering system has a steer-by-wire system that is capable of providing the steering response, the steer-by-wire system including a brake, a motor coupled to the brake, a shaft coupled to the brake or the motor, at least one position sensor capable of generating and providing an angular position signal of the shaft, at least one microcontroller capable of providing input to the motor and the brake to create the steering response, wherein the brake, the motor and the position sensor are in electronic communication with the at least one microcontroller.
  • FIG. 1 depicts a schematic of a steer-by-wire system according to at least one embodiment.
  • FIG. 2A depicts a perspective view of a configuration of a steer-by-wire system with a motor coupled in-line with a tactile feedback device (TFD) brake.
  • TFD tactile feedback device
  • FIG. 2B depicts a perspective view of a different configuration of a steer-by-wire system with a motor coupled in-line with a TFD drum brake.
  • FIG. 3 is side view of a TFD brake and motor from FIG. 2A.
  • FIG. 4 is a side view of a TFD brake and motor from FIG. 2B.
  • FIG. 5 is a side view of a TFD disk brake having a motor coupled in-line therewith.
  • FIGS. 6A-6C depict an example of a steering input device attached to the steer-by-wire system.
  • FIGS. 7A and 7B depict another example of a steering input device attached to the steer-by-wire system.
  • FIG. 8 depicts the electronic communications for the steer-by-wire system.
  • FIG. 9 depicts a method of creating an artificial feel using a steer-by-wire system.
  • FIG. 10 depicts the process flow diagram for the Feel Algorithm.
  • FIG. 11 depicts the process flow diagram for the Motion Algorithm.
  • FIG. 12 depicts the process flow diagram for the Current Algorithm.
  • FIG. 13 is a plot of torque v. current.
  • TFDs Current tactile feedback devices
  • MR fluid magnetorheological fluid
  • MR powder magnetically responsive powder
  • These devices include one or more sensors to measure steering position, and a brake coil to activate MR fluid or MR powder to produce a braking torque.
  • the TFD is coupled with a motor to at least overcome the “off-state” torque of the device. This minimum torque is the torque necessary to provide motion control such as return-to-center, command following, on- center control, active force-feel, or warning mode.
  • a brake is combined with a motor to provide steer- by-wire control for the human-machine interface.
  • the combination may be referred to as an active hybrid steer-by-wire system.
  • the human-machine interface is a steering input device such as a wheel or yoke, but it can also be a control stick or a joystick, as well as any other device that can provide control input from a human and require a tactile feedback.
  • the brake described below is a TFD brake, but the system can use any brake that is capable of providing end stop control, braking, and/or resistive torque.
  • a TFD brake herein is meant only to be a representative type of brake and it is not meant to be limiting to only a TFD brake, or a MR TFD brake.
  • the steer-by-wire system generally referred to as device 10 or steer-by-wire system 10, identified in FIGS. 10 and 11 as SBW, includes a brake 12, a motor 14, a shaft 16, at least one position sensor 18, at least one microcontroller 22.
  • Motor 14 is coupled to brake 12.
  • Shaft 16 is coupled to brake 12, motor 14, or both brake 12 and motor 14.
  • Position sensor 18 is positioned to provide an angular position of shaft 16.
  • Microcontroller 22 is in electronic communication with brake 12, motor 14, and sensor 18 and contains programming suitable for carrying out the computations and commands necessary to provide the desired tactile feedback to an operator.
  • Microcontroller 22 is capable of providing control input to brake 12 and motor 14.
  • Microcontroller 22 is able to communicate reference inputs to motor 14 suitable for actively controlling rotation of shaft 16.
  • microcontroller 22, position sensor 18, and amplifiers 24 form tactile feedback control unit (TFCU) 26.
  • TFCU 26 executes feel and motion control algorithms for tactile feel and provides for communication with external controllers.
  • An example feel algorithm is provided in FIG. 10 and an example motion algorithm is provided in FIG. 11.
  • Shaft 16 is directly or indirectly coupled to steering input device 28.
  • Microcontroller 22 is in electronic communication with steering controller 30, vehicle controller 32, and/or CAN bus 34 (Controller Area Network bus). Alternatively, microcontroller 22 is in electronic communication with steering controller 30 and/or vehicle controller 32 via CAN bus 34. Microcontroller 22 is able to receive electronic communications from steering controller 30 and/or vehicle controller 32 directly or via CAN bus 34. Steering controller 30 and/or vehicle controller 32 are collectively referred to as external controllers.
  • Any motor 14 can be used in this application, but a frameless brushless direct current motor (BLDC) is referred to herein as an acceptable solution.
  • BLDC frameless brushless direct current motor
  • the use of a BLDC motor is not meant to limit the invention to only a BLDC motor.
  • the frameless design of the BLDC motor 14 allows for easier mechanical integration in-line with brake 12, while the brushless design ensures long life and low maintenance.
  • motor 14 is positioned to actively control shaft 16.
  • Motor control is performed using output(s) from position sensor 18 along with appropriate commutation electronics.
  • Motor 14 includes motor rotor 64, and stator 66 and at least one winding coil (not shown).
  • Motor rotor 64 rotates with shaft 16 which either passes through motor rotor 64 or is mated to motor rotor 64.
  • At least one optional amplifier 24 capable of transmitting a variable current through the at least one winding coil may be used. The same or a different optional amplifier 24 may be used to transmit and receive signals with brake 12.
  • brake 12 is coupled with motor 14.
  • the coupling is illustrated in FIGS. 1-4 as being in line with brake 12 below motor 14 and along a centerline of both brake 12 and motor 14; however, motor 14 may also be positioned in line and above brake 12.
  • motor 14 may be externally positioned, i.e. offset, relative to brake 12. Accordingly, the illustrated embodiments are meant to be a non-limiting and only for exemplary purposes.
  • motor 14 is capable of generating sufficient torque to at least overcome an off-state torque of the steer-by-wire system.
  • off-state refers to the minimum frictional torque in the assembly with zero excitation current in the brake coil. It is mainly comprised of friction in the bearings, seals, and between unenergized MR material and brake surface.
  • Brake 12 may be a TFD brake, a drum brake, a disk brake, a friction brake, an electromagnetic brake, or combinations thereof.
  • FIGS. 2A-4 depict a TFD drum brake 12 using MR material 36.
  • TFD drum brake 12 has housing 38 enclosing shaft 16, drum rotor 40, core 42 having a brake coil 44, pole ring 48, MR material 36, upper seal 50, and lower seal 52 within.
  • Housing 38 includes housing wall 54.
  • Housing wall 54 includes housing top 56 and housing bottom 58.
  • Housing cap 60 is secured to housing top 56.
  • Housing cap 60 is made from a non-magnetic material (e.g., 628861-T6 Aluminum or similar material).
  • housing 38 has at least a portion of motor 14 positioned within housing 38.
  • motor housing 62 is secured to housing bottom 58 and encloses motor rotor 64 and stator 66.
  • motor rotor 64 and stator 66 are enclosed within housing 38.
  • a sensor housing 68 is secured to motor housing bottom 58 containing at least one microcontroller 22 for TFD drum brake 12 and motor 14.
  • Shaft 16 is rotatably disposed within housing 38 and motor housing 62.
  • shaft adapter 72 supports shaft 16 with motor rotor 64 and stator 66 positioned outwardly therefrom.
  • shaft 16 is rotatably supported by upper bearings 74 and lower bearings 76, along with shaft adapter 72.
  • shaft 16 has rotation disk 78 attached thereto and extending radially outward therefrom.
  • Drum rotor 40 is connected to rotation disk 78 at end 80 of rotation disk 78 and rotates with shaft 16. As illustrated in FIGS.
  • drum rotor 40 extends radially outward from end 80 and is perpendicular to shaft 16 before it bends parallel to shaft 16 and perpendicular to rotation disk 78.
  • rotation disk 78 can extend radially outward and drum rotor 40 can be parallel to shaft 16.
  • drum rotor 40 and rotation disk 78 can be a single component directly affixed to shaft 16.
  • TFD drum brake 12 provides braking, end stop control, and resistive torque. Brake 12 is able to provide a peak resistive force between 5 Newton meters and 25 Newton meters; however, the commonly desired peak resistive force will vary with the application of the TFD system.
  • Motor 14 provides motion control to include retum-to-center, command following, on-center control, active force-feel, or warning mode (e.g., similar to an aircraft stick shaker or a lane departure).
  • the warning mode involves an active pulsation input to shaft 16 in order to create vibratory feedback and indicate a specific warning or abnormal vehicle condition. Motor 14 can also be used for command following applications.
  • Motor 14 is able to provide a force between about 0.5 Newton meters and about 5 Newton meters. Also, motor 14 is able to provide a force that exceeds an off-state brake torque level between about 0.01% and about 25.0% of a maximum possible resistive brake torque for brake 12.
  • Device 10 in this configuration limits the amount of torque generated in steering input device from motor 14, and is safe for steer-by-wire applications since it cannot overwhelm the operator. Steer-by-wire systems 10 provide an artificial steering response to the operator through steering input device 28.
  • Microcontroller 22 controls both TFD brake 12 and motor 14. Position sensor 18 provides communication of the angular position of shaft 16 to the microcontroller. Additional sensors (not illustrated) may also communicate brake 12, motor 14, and shaft 16 information to microcontroller 22. Microcontroller 22 may be a single microcontroller providing control over both brake 12 and motor 14. Alternatively, microcontroller 22 may be two more microcontrollers 22 with at least one dedicated to controlling brake 12 and one dedicated to controlling motor 14.
  • Position sensor 18 comprises one or more sensors. Position sensor 18 may be an absolute position sensor, an optical position sensor, a Hall effect sensor, an encoder, a resolver, or combinations thereof. Position sensor 18 is capable of measuring an angular position of shaft 16 and communicating those measurements to microcontroller 22. Position sensor 18 may be in direct electronic communication, indirect electronic communication, or both direct electronic communication and indirect electronic communication with an external controller such as steering controller 30 and/or vehicle controller 32. The external controller is separate from microcontroller 22 in steer-by-wire system 10. As known to those skilled in the art, each described version of sensor 18 will “read” a location point on the end of shaft 16. For example, when using a Hall effect sensor 18, a magnet 19 will be located in the end of shaft 16.
  • position sensors 18 are non-contact sensors.
  • the sensor measurements are used by microcontroller 22, along with along with advanced motion control algorithms, to control rotation of shaft 16, and when idle return shaft 16 back to center when the operator is not operating steering input device 28.
  • An example of a suitable motion control algorithm is provided in FIG. 11.
  • the sensor measurements are also able to be transmitted with one or more different communication techniques (e.g., analog, PWM, digital) to steering controller 30 and/or vehicle controller 32.
  • position sensors 18 are able to provide shaft 16 angular position within a margin of error between about - 5 degrees to about + 5 degrees.
  • position sensors 18 are able to provide a shaft 16 angular position within a margin of error of about ⁇ 3 degrees, or a shaft 16 angular position within a margin of error of at least ⁇ 1 degrees.
  • the location of each sensor 18 will be selected to provide the degree of accuracy needed for the system, e.g. one sensor 18 on top of the printed circuit board supporting the microcontroller and one sensor 18 underneath the printed circuit board.
  • the disclosed steer-by-wire system 10 does not require a gear pack or an assembly of gears between shaft 16 and the position sensor 18 to support or drive position sensor 18.
  • position sensors 18 may be on axis and in-line with shaft 16. Locating positions sensors 18 on the axis of shaft 16 reduces the complexity of the sensor assembly thereby reducing the number of potential failure modes and mechanical noise. Additionally, the configuration of components provides manufacturing efficiencies. However, off-axis locations of position sensors 18 will also perform satisfactorily in the steer-by-wire system 10.
  • motor 14 is capable of providing an input to induce an artificial steering response for the operator through steering input device 28.
  • the inputs include a retum-to-center, an alert warning, a midrange feel, active force feel, wheel traction feel, wheel slip feel, and/or two or more steering synchronizations.
  • Two or more steering synchronizations means that there are two or more steering input devices 28 that are synchronized together to have synchronized movement and response.
  • FIGS. 3 and 4 there are four shear surfaces: two between the core 42 and the drum rotor 40 and two between the drum rotor 40 and the pole ring 48.
  • brake 12 is a TFD brake using MR material 36
  • integrated coil 44 is capable of energizing/ activating MR material 36 upon the application of a magnetic field.
  • the application of a current creates the magnetic field that in turn causes an alignment of the magnetically responsive particles found in MR material 36.
  • This causes MR material 36 to shear on all four surfaces.
  • the shearing creates resistive torque. Additionally, the amount of current applied controls the amount of resistive torque.
  • FIG. 13 depicts an example of the resistive torque produce by brake 12 as current to brake coil 44 is increased from zero Amps to 1.5 Amps. As represented by the resulting curve, the produced torque continuously increases with the increased application of current to brake coil 44. The torque transition with current change translates to smooth control of the resistive torque experienced by the user of steer-by-wire system 10. The normal operating range for the torque curve will vary depending on the application of steer-by-wire system 10.
  • Microcontroller 22 through control of brake 12 and motor 14, provides a variable tactile feel to the human operator through steering input device 28.
  • Microcontroller 22 controls the braking, end stop control, and resistive torque of brake 12. This is accomplished by controlling the current to integrated coil 44 and/or by providing a command input to brake 12 where the command input produces a braking action that replicates an end-of-travel stop, a normal operation, and/or a resistive force corresponding to an action associated with the steering response.
  • microcontroller 22 is able to communicate commands to motor 14 to provide the motion control.
  • microcontroller 22 provides return- to-center operation capabilities.
  • microcontroller 22 using position sensor 18 detects movement of steering shaft 16 away from the center position and provides a command to motor 14 to return shaft 16 to a center position.
  • microcontroller 22 is able to communicate commands to motor 14 suitable for controlling the angular position of shaft 16, introducing a warning command/mode to shaft 16 causing shaft 16 to vibrate or dither, providing on-center control, and/or providing an active force-feel input to shaft 16.
  • Microcontroller 22 is able to estimate torque experienced by shaft 16 from the current being used by device 10. Additionally, to provide the previously discussed control operations, microcontroller 22 is able to receive and process measurements of the angular position of shaft 16 from one or more position sensors 18. Preferably, each position sensor 18 is located in alignment with the axis of shaft 16.
  • microcontroller 22 is able to command motor 14 with one or more currents having a specific phase difference for commutation and is able to turn motor 14 in a desired direction in order to provide the motion control input to shaft 16.
  • Position sensor 18 communicates with microcontroller 22. Within microcontroller, position sensor 18 provides data to feel algorithms and motion algorithms. Similarly, external commands from external controllers such as steering controller 30 or vehicle controller 32 communicate data to the feel algorithms and motion algorithms. The feel algorithms and motion algorithms provide data to current algorithms. Examples of a suitable feel algorithm is provided in FIG. 10 and a suitable motion algorithm is provided in FIG. 11. At least one current sensor associated with motor 14 and brake coil 44 also provides data to current algorithms. The current algorithms provide data to the current control loops which in turn communicate to both motor 14 and brake 12. An example of a suitable current algorithm is provided in FIG. 12.
  • Device 10 is capable of being installed on a vehicle (not shown) where an active steer- by-wire system is desired.
  • Type of vehicles may be construction vehicles, agriculture vehicles, forestry vehicles, transportation vehicles, material handling vehicles, marine craft, and aircraft.
  • the use of device 10 in an active system allows for a method of providing a steering response in a vehicle.
  • the method includes steering a vehicle steering system by an operator.
  • the vehicle steering system employs device 10 as an active steer-by- wire system.
  • the active steer-by-wire controlling mechanism provides an artificial steering response.
  • Device 10 is described above and includes brake 12, motor 14 coupled to brake 12, shaft 16 coupled to brake 12 or motor 14, at least one position sensor 18 that is capable of generating and providing an angular position signal of shaft 16, at least one microcontroller 22 capable of providing input to motor 14 and brake 12 so as to create the artificial steering response.
  • Brake 12, motor 14, and position sensor 18 are in electronic communication with microcontroller 22.
  • the method further includes having an operator drive the vehicle and rotate shaft 16 by providing at least one steering input to the vehicle steering system.
  • the method also includes position sensor 18 translating the steering input into an electronic steering command.
  • the steering angular position determined by position sensor 18 is communicated to a steering controller 30 by microcontroller 22.
  • Device 10 provides a semi-active tactile feedback to the operator.
  • the semiactive tactile feedback creates the artificial steering response which simulates a direct linkage steering system.
  • the steering response includes the ability to provide a plurality of electronic steering commands including: an end stop control, a resistive torque, a return-to-center, at least one deviation warning, traction feel, wheel slip feel, on center feel, and/or a steering synchronization.
  • the semi-active tactile feedback is based on combination of position sensor 18, a calculated steering velocity, i.e. angular velocity, a calculated steering acceleration, i.e. angular acceleration, or a digital input from the steering controller 30.
  • the semi-active tactile feedback includes a constant, periodic or a variable braking torque generated by sending a current through integrated coil 44. As discussed application of the current and control of the current is provided by microcontroller 22.
  • the step of rotating shaft 16 further comprises measuring the operator’s steering input via shaft 16 by position sensor 18.
  • Position sensor 18 communicates a position signal to microcontroller 22 and/or steering controller 30.
  • Microcontroller 22 or TFCU 24 using microcontroller 22 provides semi-active tactile feedback to the operator through control and adjustment of brake 12 and/or the motor 14.
  • the method provides for returning shaft 18 to a center position when position sensor 18 fails to detect the operator providing at least one steering input after a manufacturer selected interval.
  • the method allows for controlling brake 12 with a first of at least two microcontrollers 22 and controlling motor 14 with a second of at least two microcontrollers 22. Regardless of whether there is one microcontroller 22 or more than one microcontroller 22, the method provides for the microcontroller controlling motor 14 to use an angular position signal from position sensor 18 and be able to calculate the required commutation signals for a brushless direct current (BLDC) motor 14.
  • BLDC brushless direct current

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
  • Braking Arrangements (AREA)

Abstract

La présente invention concerne un frein et un moteur combinés fournissant une commande de rétroaction tactile à un dispositif d'entrée de direction d'interface homme-machine en tant que partie d'un système de direction à commande électrique. Le frein est un frein à dispositif de rétroaction tactile (TFD) et le moteur est un moteur électrique couplé au frein. Le frein fournit une commande d'arrêt en fin de course et un couple résistif au système de direction à commande électrique. Le moteur fournit une commande de mouvement au système de direction à commande électrique, la commande de mouvement comprenant un retour au centre, un suivi d'instruction, une commande au centre, une sensation de force active et/ou un mode d'avertissement (par exemple, similaire à un vibreur de manche d'aéronef ou à une sortie de voie). Le système de direction à commande électrique est un système actif.
EP22706162.9A 2021-02-05 2022-02-04 Système de direction à commande électrique actif/semi-actif et procédé associé Pending EP4263326A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US202163146277P 2021-02-05 2021-02-05
PCT/US2022/015247 WO2022170050A1 (fr) 2021-02-05 2022-02-04 Système de direction à commande électrique actif/semi-actif et procédé associé

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EP4263326A1 true EP4263326A1 (fr) 2023-10-25

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EP (1) EP4263326A1 (fr)
JP (1) JP2024507085A (fr)
KR (1) KR20230142484A (fr)
CN (1) CN117203115A (fr)
WO (1) WO2022170050A1 (fr)

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DE102023135191A1 (de) * 2023-01-24 2024-07-25 Inventus Engineering Gmbh Vorrichtung mit wenigstens einer Aktoreinrichtung zur gezielten Beeinflussung der Bewegbarkeit eines Übertragungselements
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