WO2020002204A1 - Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction - Google Patents

Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction Download PDF

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Publication number
WO2020002204A1
WO2020002204A1 PCT/EP2019/066622 EP2019066622W WO2020002204A1 WO 2020002204 A1 WO2020002204 A1 WO 2020002204A1 EP 2019066622 W EP2019066622 W EP 2019066622W WO 2020002204 A1 WO2020002204 A1 WO 2020002204A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
steer
wheel
wire
angle
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.)
Ceased
Application number
PCT/EP2019/066622
Other languages
German (de)
English (en)
Inventor
Botond HAMORI
Kristof Polmans
Imre Szepessy
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.)
ThyssenKrupp AG
ThyssenKrupp Presta AG
Original Assignee
ThyssenKrupp AG
ThyssenKrupp Presta AG
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 ThyssenKrupp AG, ThyssenKrupp Presta AG filed Critical ThyssenKrupp AG
Priority to EP19734335.3A priority Critical patent/EP3814198A1/fr
Publication of WO2020002204A1 publication Critical patent/WO2020002204A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • 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
    • B62D5/0457—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 control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0469—End-of-stroke control
    • 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
    • B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed

Definitions

  • the present invention relates to a steer-by-wire steering system with the features of the preamble of claim 1 and a feedback actuator for such a steer-by-wire steering system.
  • a feedback actuator which is arranged on the steering wheel or the steering column and the steering handle
  • Steering feel can be used to limit the maximum steering angle of the steering wheel to a certain angle (or a predefined number of revolutions). If, however, the locking torque provided by the feedback actuator is limited, the driver can turn the steering wheel beyond the end stop. In this case, the wheels are no longer steered and the logic is interrupted
  • Low vehicle speeds are preferably understood to mean speeds required for parking, which are preferably in a range between 0-35 km / h.
  • high vehicle speeds are vehicle speeds in a range between 35 km / h and 250 km / h.
  • the area of high vehicle speeds connects seamlessly to the area of low vehicle speeds.
  • Steering wheel angles differentiated whose areas are also seamlessly together.
  • Small steering wheel angles are preferably steering wheel angles in a range between 0 ° and 180 °, in particular 0 ° and 90 °.
  • a steer-by-wire steering system for a motor vehicle comprising a steering actuator which acts on steered wheels and is electronically regulated as a function of a steering wheel steering angle applied to the steering wheel, and which uses a steering gear to steer the steered wheels by a wheel steering angle
  • the steer-by-wire steering system has at least two characteristics for a steering ratio between the wheel steering angle and the steering wheel angle, the at least two characteristics for low vehicle speeds and has a characteristic curve for high vehicle speeds, the
  • the characteristic curve for low vehicle speeds is linear and the characteristic curve for high vehicle speeds is non-linear. It is also conceivable and possible that the characteristic for low vehicle speeds is not is linear and the characteristic curve for high vehicle speeds is linear.
  • nonlinear characteristic curve for high vehicle speeds increases slowly at small steering wheel angles and increases more strongly at large steering wheel angles, the slope being greater at large steering wheel angles than for the linear characteristic curve for low ones
  • the non-linear characteristic curve for high vehicle speeds preferably takes place at a maximum value of
  • Wheel steering angle a maximum value of the steering wheel angle.
  • the entire steering range is therefore available to the driver even at high vehicle speeds, despite indirect steering ratio. It is preferred if the maximum value of the steering wheel angle is predetermined by an end stop on the steering shaft. Between two and sixteen characteristic curves are preferably used. Eight characteristic curves are particularly preferred
  • the end stop is preferably determined by interpolation of the characteristic curves.
  • the feedback actuator provides the end stop on the steering shaft.
  • the driver can overcome the end stop by applying force to the steering wheel.
  • Other end stops are also conceivable, in which the driver can all turn the steering wheel beyond the end stop.
  • a further characteristic curve is preferably provided, which has a steering ratio for steering back from a steering wheel position that is behind the
  • End stop is located, provides.
  • this further characteristic curve is linear and has a constant slope.
  • the further characteristic curve is non-linear and preferably continuous.
  • the non-linearity conveys to the driver
  • the gradient of the steering ratio is smaller for larger steering wheel angles than for smaller steering wheel angles.
  • the characteristic curve flattens preferably for large steering wheel angles and approaches that Maximum value of the wheel steering angle slow.
  • the characteristic curve is preferably linear for small steering wheel angles.
  • All characteristic curves preferably run through the origin of the coordinate system, so that a straight position of the wheels corresponds to a center position of the steering wheel.
  • the characteristic curves are preferably continuous over the entire value range and have no discontinuities.
  • the steer-by-wire steering system preferably comprises a control unit in which the at least two characteristic curves for controlling the steering actuator are stored.
  • a feedback actuator for a steer-by-wire steering system of a motor vehicle which, as described above, provides the end stop and has a control unit which comprises the at least two characteristic curves.
  • Fig. 6 a linear course of a steering ratio for low and high vehicle speeds, as well
  • a steer-by-wire steering system 1 is shown in FIG.
  • a steering angle sensor (not shown) is attached to a steering shaft 2 and detects the steering wheel angle (SWA) applied by turning a steering input means 3, which is designed as a steering wheel in the example.
  • SWA steering wheel angle
  • a steering torque can also be recorded additionally or alternatively.
  • a feedback actuator 4 is attached to the steering shaft 2, which serves to simulate the repercussions from the road 5 on the steering wheel 3 and thus provides the driver with feedback on the steering and driving behavior of the vehicle
  • the driver's steering request is transmitted to a control unit 7 via signal lines 6 via the angle of rotation of the steering shaft 2 measured by the angle of rotation sensor.
  • the control unit 7 transmits the driver's steering request via a signal line 8 to an electric steering actuator 9, which controls the position of the steered wheels 10.
  • the steering actuator 9 acts via a handlebar steering gear 11, such as a rack and pinion steering gear, as well as tie rods 12 and other components indirectly on the steered wheels 10, which are pivoted by a wheel steering angle (RWA).
  • the control unit 7 also preferably controls the feedback actuator 4 via a signal line 13.
  • the feedback actuator 4 is designed to block the steering shaft 2 from rotating when a predefined angle of rotation of the steering shaft 2 is exceeded.
  • the feedback actuator 4 thus provides an end stop for the steering shaft or the steering wheel.
  • the control unit 7 is preferably formed integrally with the feedback actuator 4.
  • the control unit 7 comprises characteristic curves which define a steering ratio between the wheel steering angle RWA and the steering wheel angle SWA.
  • FIG. 2 shows a course of the wheel steering angle of the steerable wheels RWA as a function of the steering wheel angle SWA. Is on the steering wheel of the End stop 14 provided by the feedback actuator is exceeded, this does not lead to any change in the wheel steering angle. The logical link between the steering wheel angle SWA and the wheel steering angle RWA is lost.
  • FIG. 3 shows a case in which the linear translation between the wheel steering angle RWA and the steering wheel angle SWA also when steering back from a steering wheel position that lies behind the end stop (the end stop was
  • the wheel steering angle of the steerable wheels is therefore dependent on the
  • FIG. 4 shows the dependency of the wheel steering angle on the steering wheel angle when the steering wheel is turned back from a point which lies behind the end stop 14.
  • the linear translation is adjusted so that the steerable wheels are in the straight position in the center position of the steering wheel.
  • the wheels are corresponding to the translation even when steering back to
  • the end stop moves, which gives the driver feedback for the steering input even beyond the end stop.
  • FIG. 5 shows a non-linear change in the wheel steering angle as a function of the steering wheel angle.
  • This non-linear translation increases driving comfort.
  • the gear ratio is almost linear and then flattens out in order to slowly approach the limit value of the maximum wheel steering angle.
  • the translation is therefore greater than with large steering wheel angles.
  • a change in the steering wheel angle leads to a slight change in the wheel steering angle, which, however, is perceptible to the driver.
  • the translation is preferably linear again and the steering ratio is direct.
  • the characteristic curve is adjusted so that the steerable wheels are in the straight-ahead position in the center position of the steering wheel.
  • FIG. 6 shows a linear change in the wheel steering angle as a function of the steering wheel angle for low vehicle speeds 16 and high vehicle speeds 17.
  • the gear ratio in contrast to low vehicle speeds, is lower and thus a change in the
  • Steering wheel angle leads to a smaller change in the wheel steering angle.
  • the steering or the steering ratio becomes more indirect at high vehicle speeds and nervous steering behavior can be reduced with small steering movements of the wheels, which increases driving comfort.
  • a low vehicle speeds however, a
  • FIG. 7 shows a characteristic curve for low vehicle speeds 16 and a characteristic curve for high vehicle speeds 17.
  • the translation for low vehicle speeds corresponds to the linear translation of FIG. 6.
  • the translation is non-linear for high vehicle speeds.
  • the ratio between the wheel steering angle and the steering wheel angle for high vehicle speeds is approximately linear for small angles and then increases sharply, so that at the maximum wheel steering angle 18 the end stop of the steering wheel 14 is reached.
  • a change in the steering wheel angle with small steering wheel angles leads to a smaller change in the wheel steering angle than with large steering wheel angles.
  • the linear range ends and the translation increases up to the end stop 14.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

La présente invention concerne une direction à commande électrique destinée à un véhicule à moteur, comprenant un actionneur de direction (9) qui agit sur des roues directrices (10), qui est commandé électroniquement en fonction d'un angle de volant (SWA) appliqué au volant et qui fait pivoter les roues directrices (10) d'un angle de direction (RWA) au moyen d'un mécanisme de direction (11), et un actionneur de rétroaction (4) transmettant des retours de route à un arbre de direction (2) relié au volant (3). Le système de direction à commande électrique comporte au moins deux caractéristiques de démultiplication de direction entre l'angle de direction de roue (RWA) et l'angle de direction de volant (SWA). Les au moins deux caractéristiques comportent une caractéristique de vitesses réduites (16) et une caractéristique de vitesses élevées (17), et la caractéristique de vitesses réduites (16) est linéaire et la caractéristique de vitesses élevées (17) est non linéaire.
PCT/EP2019/066622 2018-06-26 2019-06-24 Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction Ceased WO2020002204A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19734335.3A EP3814198A1 (fr) 2018-06-26 2019-06-24 Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018115329.5A DE102018115329A1 (de) 2018-06-26 2018-06-26 Steer-by-Wire-Lenksystem mit Kennlinien für eine der Lenksituation angepasste Lenkübersetzung
DE102018115329.5 2018-06-26

Publications (1)

Publication Number Publication Date
WO2020002204A1 true WO2020002204A1 (fr) 2020-01-02

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Family Applications (1)

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PCT/EP2019/066622 Ceased WO2020002204A1 (fr) 2018-06-26 2019-06-24 Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction

Country Status (3)

Country Link
EP (1) EP3814198A1 (fr)
DE (1) DE102018115329A1 (fr)
WO (1) WO2020002204A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220363306A1 (en) * 2021-05-04 2022-11-17 Mtd Products Inc Jogwheel device and powered feedback and caster effect for drive-by-wire jogwheel design
WO2024224003A1 (fr) 2023-04-25 2024-10-31 Stellantis Auto Sas Procédé de commande automatique de direction électrique pour un véhicule automobile
FR3148211A1 (fr) 2023-04-25 2024-11-01 Psa Automobiles Sa Système de direction électrique comprenant un ratio de démultiplication variable pour un véhicule automobile

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019214225A1 (de) * 2019-09-18 2021-03-18 Robert Bosch Gmbh Verfahren zum Betrieb eines Fahrzeugs mit dynamischer Veränderung eines nutzbaren Radlenkwinkelstellbereichs
DE102020200861B4 (de) 2020-01-24 2023-10-12 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betrieb eines Lenksystems
FR3132498A1 (fr) * 2022-02-07 2023-08-11 Jtekt Europe Procédé de détermination d’un rapport de démultiplication pour un système de direction assistée en fonction d’une vitesse véhicule et d’un angle volant
EP4273025A1 (fr) 2022-05-06 2023-11-08 thyssenkrupp Presta Aktiengesellschaft Système de direction à commande par câble et procédé permettant de faire fonctionner un système de direction à commande par câble dans un mode de fonctionnement normal et dans un mode de fonctionnement spécial
DE102022204503B3 (de) 2022-05-06 2023-09-07 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Lenksystems, Computerprogrammprodukt sowie Fahrzeug
DE102022205792A1 (de) 2022-06-08 2023-12-14 Zf Automotive Germany Gmbh Steer-by-wire-Lenksystem und Verfahren
BE1030678B1 (de) 2022-06-29 2024-01-29 Thyssenkrupp Presta Ag Steer-by-Wire-Lenksystem und Verfahren zum Betreiben eines eine elektrische Maschine umfassenden Feedback-Aktuators in einem Lenksystem eines Kraftfahrzeugs
BE1030769B1 (de) 2022-08-12 2024-03-11 Thyssenkrupp Presta Ag Verfahren und Steer-by-Wire-Lenksystem zum Begrenzen der Drehung eines Lenkrades
DE102023201425A1 (de) 2023-02-20 2024-08-22 Volkswagen Aktiengesellschaft Verfahren zum Lenken eines Kraftfahrzeugs mittels eines Steer-by-Wire-Lenksystems und Steer-by-Wire-Lenksystem
DE102024002433A1 (de) 2024-07-25 2024-09-26 Mercedes-Benz Group AG Verfahren zur Regelung der Lenkung eines ein mechanisch entkoppeltes Lenksystem umfassenden Fahrzeuges

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DE3541009A1 (de) * 1984-11-19 1986-05-28 Mazda Motor Corp., Hiroshima Lenksystem fuer fahrzeuge
US5181173A (en) * 1991-07-23 1993-01-19 Raymond Corporation Variable ratio steering system for a motor vehicle
US5884724A (en) * 1995-12-15 1999-03-23 Mercedes-Benz Ag Steering system for a non-track vehicle
DE19920718A1 (de) * 1998-05-28 2000-05-31 Toyota Motor Co Ltd Lenkungssteuerungsvorrichtung für ein Fahrzeug
US6173221B1 (en) * 1996-11-06 2001-01-09 Daimlerchrysler Ag Device for controlling the steering angle of a vehicle
EP1157915A2 (fr) * 2000-05-26 2001-11-28 TRW Automotive Safety Systems GmbH & Co. KG Procédé de commande de l'angle de direction d'un véhicule et un système pour exécuter un tel procédé
EP1371541A1 (fr) * 2002-06-13 2003-12-17 Renault s.a.s. Procédé de détermination du rapport de démultiplication d'une direction de véhicule automobile
EP1481875A2 (fr) * 2003-05-27 2004-12-01 Audi Ag Direction d'automobile avec démultiplication fonction de la vitesse
DE102004038008A1 (de) * 2004-08-04 2006-03-16 Fendt, Günter Drive-By-Wire-Lenksystem und dazugehörendes Verfahren, zur Erhöhung des Benutzerkomforts und/oder Erhöhung der Bediensicherheit/Fahrsicherheit
DE102004037947A1 (de) * 2004-08-04 2006-03-16 Continental Teves Ag & Co. Ohg Drive-By-Wire-Lenksystem und dazugehörendes Verfahren zur Erhöhung des Benutzerkomforts und/oder Erhöhung der Bediensicherheit/Fahrsicherheit
WO2007031817A1 (fr) * 2005-09-16 2007-03-22 Renault Trucks Procede de commande de direction par systeme de direction tout electrique
EP1857348A2 (fr) * 2006-05-19 2007-11-21 Audi Ag Procédé destiné à la variation en fonction d'une courbe caractéristique ou d'une carte de l'accouplement de la translation angulaire entre un angle du volant et l'angle du moment des roues responsables de l'orientation d'un véhicule automobile doté d'un système de guidage actif
US20100250068A1 (en) * 2009-03-25 2010-09-30 Toyota Jidosha Kabushiki Kaisha Steering device of vehicle
US7882925B2 (en) * 2007-02-13 2011-02-08 Honda Motor Co., Ltd. Vehicle steering apparatus
DE102009044998A1 (de) * 2009-09-25 2011-03-31 Zf Lenksysteme Gmbh Verfahren zum Betrieb eines elektronischen Servolenksystems eines Kraftfahrzeugs
DE102011085382A1 (de) * 2011-10-28 2013-05-02 Bayerische Motoren Werke Aktiengesellschaft Betriebsverfahren eines Fahrzeug-Lenksystems mit Servoantrieb und einem Lenkwinkel-Überlagerungsmittel

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DE19600139C1 (de) * 1996-01-04 1997-05-07 Daimler Benz Ag Bedienelementanordnung zur Steuerung des Lenkwinkels eines Kraftfahrzeuges

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3541009A1 (de) * 1984-11-19 1986-05-28 Mazda Motor Corp., Hiroshima Lenksystem fuer fahrzeuge
US5181173A (en) * 1991-07-23 1993-01-19 Raymond Corporation Variable ratio steering system for a motor vehicle
US5884724A (en) * 1995-12-15 1999-03-23 Mercedes-Benz Ag Steering system for a non-track vehicle
US6173221B1 (en) * 1996-11-06 2001-01-09 Daimlerchrysler Ag Device for controlling the steering angle of a vehicle
DE19920718A1 (de) * 1998-05-28 2000-05-31 Toyota Motor Co Ltd Lenkungssteuerungsvorrichtung für ein Fahrzeug
EP1157915A2 (fr) * 2000-05-26 2001-11-28 TRW Automotive Safety Systems GmbH & Co. KG Procédé de commande de l'angle de direction d'un véhicule et un système pour exécuter un tel procédé
EP1371541A1 (fr) * 2002-06-13 2003-12-17 Renault s.a.s. Procédé de détermination du rapport de démultiplication d'une direction de véhicule automobile
EP1481875A2 (fr) * 2003-05-27 2004-12-01 Audi Ag Direction d'automobile avec démultiplication fonction de la vitesse
DE102004038008A1 (de) * 2004-08-04 2006-03-16 Fendt, Günter Drive-By-Wire-Lenksystem und dazugehörendes Verfahren, zur Erhöhung des Benutzerkomforts und/oder Erhöhung der Bediensicherheit/Fahrsicherheit
DE102004037947A1 (de) * 2004-08-04 2006-03-16 Continental Teves Ag & Co. Ohg Drive-By-Wire-Lenksystem und dazugehörendes Verfahren zur Erhöhung des Benutzerkomforts und/oder Erhöhung der Bediensicherheit/Fahrsicherheit
WO2007031817A1 (fr) * 2005-09-16 2007-03-22 Renault Trucks Procede de commande de direction par systeme de direction tout electrique
EP1857348A2 (fr) * 2006-05-19 2007-11-21 Audi Ag Procédé destiné à la variation en fonction d'une courbe caractéristique ou d'une carte de l'accouplement de la translation angulaire entre un angle du volant et l'angle du moment des roues responsables de l'orientation d'un véhicule automobile doté d'un système de guidage actif
US7882925B2 (en) * 2007-02-13 2011-02-08 Honda Motor Co., Ltd. Vehicle steering apparatus
US20100250068A1 (en) * 2009-03-25 2010-09-30 Toyota Jidosha Kabushiki Kaisha Steering device of vehicle
DE102009044998A1 (de) * 2009-09-25 2011-03-31 Zf Lenksysteme Gmbh Verfahren zum Betrieb eines elektronischen Servolenksystems eines Kraftfahrzeugs
DE102011085382A1 (de) * 2011-10-28 2013-05-02 Bayerische Motoren Werke Aktiengesellschaft Betriebsverfahren eines Fahrzeug-Lenksystems mit Servoantrieb und einem Lenkwinkel-Überlagerungsmittel

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220363306A1 (en) * 2021-05-04 2022-11-17 Mtd Products Inc Jogwheel device and powered feedback and caster effect for drive-by-wire jogwheel design
US12296898B2 (en) * 2021-05-04 2025-05-13 Mtd Products Inc Jogwheel device and powered feedback and caster effect for drive-by-wire jogwheel design
WO2024224003A1 (fr) 2023-04-25 2024-10-31 Stellantis Auto Sas Procédé de commande automatique de direction électrique pour un véhicule automobile
FR3148211A1 (fr) 2023-04-25 2024-11-01 Psa Automobiles Sa Système de direction électrique comprenant un ratio de démultiplication variable pour un véhicule automobile
FR3148212A1 (fr) 2023-04-25 2024-11-01 Psa Automobiles Sa Procédé de commande automatique de direction électrique pour un véhicule automobile

Also Published As

Publication number Publication date
DE102018115329A1 (de) 2020-01-02
EP3814198A1 (fr) 2021-05-05

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