WO2026018174A1 - Procédé de commande d'un système de direction à commande électrique d'un véhicule, système de direction, véhicule et produit programme d'ordinateur correspondants - Google Patents

Procédé de commande d'un système de direction à commande électrique d'un véhicule, système de direction, véhicule et produit programme d'ordinateur correspondants

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Publication number
WO2026018174A1
WO2026018174A1 PCT/IB2025/057191 IB2025057191W WO2026018174A1 WO 2026018174 A1 WO2026018174 A1 WO 2026018174A1 IB 2025057191 W IB2025057191 W IB 2025057191W WO 2026018174 A1 WO2026018174 A1 WO 2026018174A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
steering
yaw rate
steering wheel
ref
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
PCT/IB2025/057191
Other languages
English (en)
Inventor
Giampaolo MASCHIETTI
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.)
Stellantis Europe SpA
Original Assignee
Stellantis Europe SpA
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 Stellantis Europe SpA filed Critical Stellantis Europe SpA
Publication of WO2026018174A1 publication Critical patent/WO2026018174A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • B62D6/003—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 in order to control vehicle yaw movement, i.e. around a vertical axis
    • 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
    • B62D6/007—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits adjustable by the driver, e.g. sport mode

Definitions

  • the description relates to steer-by-wire (SbW) steering systems that can be implemented on vehicles, and in particular to a method of controlling such steering systems.
  • SBW steer-by-wire
  • the mechanical connection between the steering wheel and the steering rack (which in turn is connected to the steering arms or tie rods to control the steering angle of the wheels) is continuous and made via the steering column and universal joints.
  • steer-by-wire or SbW steering systems in which there is no continuous mechanical connection between the steering wheel and the steering rack: the steering column is replaced by an electronic control mechanism, which includes a sensor (mounted on the shaft of the steering wheel) to sense the rotation angle of the steering wheel, an electrical actuator to control the movement of the steering rack, and an electronic control unit that drives the electrical actuator based on the data sensed by the sensor. Thanks to the use of an electronic controller, steer-by-wire steering systems also allow the implementation of additional functions compared to those of traditional mechanical steering systems.
  • document US 2016/01 14832 A1 describes a steering control device that increases the steering reaction force of a steering reaction force actuator in a direction in which a lateral position of a host vehicle moves away from a travel path partition line when a turning amount of a turning actuator increases in the direction in which the lateral position of the host vehicle moves away from the travel path partition line.
  • a steering reaction force control amount is computed for a reaction force suppression processing to reduce the steering reaction force control amount when the steering reaction force control amount has been at a threshold value or higher for a length of time.
  • the reaction force suppression processing is carried out to control the steering reaction force actuator in lieu of the steering reaction force control amount. Meanwhile, the turning amount is maintained at the value occurring when the reaction force suppression processing began.
  • document US 2021/0016826 A1 describes a steer- by-wire steering system that includes a controller operable to operate a roadwheel actuator such that a position command to the roadwheel actuator based on a handwheel orientation is a magnitude corresponding to a handwheel orientation offset value in an opposite direction to reduce a difference between the handwheel orientation offset value and a predetermined handwheel zero value.
  • Document US 2023/0017618 A1 instead describes a steer-by-wire steering system for a vehicle, which includes a steering input device, a feedback actuator, and a steering assembly that can be connected to at least one steerable vehicle wheel.
  • the steering assembly has a steering actuator device, a control device, and a feedback actuator monitoring device.
  • the steer-by-wire steering system further has a synchronization monitoring device that is designed and configured, in at least one operating state of the steer-by-wire steering system, to determine a synchronization offset between a current position of the steering input device and a current position of the steering actuator device and/or of the at least one steerable vehicle wheel.
  • the control device is further designed and configured, in at least one operating state of the steer-by-wire steering system, to further control the steering actuator device in accordance with the synchronization offset determined by the synchronization monitoring device.
  • document CN 1 17302347 A describes a distributed steer-by-wire control method based on a virtual motor.
  • the distributed steer-by- wire control method includes the steps of obtaining an expected yaw velocity and an expected side slip angle through a two-degree-of-freedom vehicle model; solving the reference rotation angles of the steering motors of the four wheels and the reference rotation angles of the virtual motors; solving the reference rotation speeds of the steering motors and the virtual motors of the four wheels; according to the reference rotation speeds and the actual rotation speeds of the steering motors and the virtual motors of the four wheels, generating the rotation speed compensation; the reference rotation speed is subtracted from the rotation speed compensation and the actual rotation speed at the same time, the obtained difference value and the rotation speed controller output current to the steering motor, the steering motor is controlled to deflect, and the steering action is completed.
  • One or more embodiments aim to provide new driving functionalities for a vehicle, exploiting the steering control possibilities offered by steer-by-wire steering systems.
  • Such a method can be implemented by a computer and/or an electronic processing unit, for example using the processing capacity of an on-board electronic control unit (ECU) of a vehicle.
  • ECU electronice control unit
  • the solutions described herein may also relate to a corresponding steering system for a vehicle, a corresponding vehicle, and a corresponding computer program product, loadable into the memory of an electronic processing unit of a vehicle.
  • the claims form an integral part of the teachings provided herein in relation to the embodiments of the solutions described.
  • FIG. 1 is a diagram illustrating a steer-by-wire steering system
  • FIG. 2 is a block diagram illustrating the operation of a steer-by-wire steering system, according to one or more embodiments.
  • FIG. 1 schematically illustrates a steer-by-wire steering system 1 for a vehicle.
  • the steering system includes a steering wheel 2 having a shaft (rotation axis) 3, on which a sensor (not visible in Figure 1 ) is mounted that senses the rotation angle of the steering wheel 2 and the torque applied by the driver turning the steering wheel 2.
  • a feedback actuator 4 which can be operated to rotate the steering wheel 2 independently of the driver's action on it, and serves for example to transmit the road reactions to the steering wheel 2 and thus to provide the driver with feedback on the steering and driving behavior of the vehicle.
  • the driver's steering request is transmitted to a control unit 5 via signal lines, using as input data the rotation angle of the shaft 2 measured by the rotation angle sensor.
  • the control unit 5 controls, based on the signal produced by the rotation angle sensor and possibly other input variables (such as the vehicle speed, the yaw angle, and the like), an electrical steering actuator 6, which acts on the steering rack 7 (or steering box) to control the position of the steering arms or tie rods 8, and consequently the steering angle of the vehicle's steerable wheels (e.g., the front axle wheels).
  • an electrical steering actuator 6 which acts on the steering rack 7 (or steering box) to control the position of the steering arms or tie rods 8, and consequently the steering angle of the vehicle's steerable wheels (e.g., the front axle wheels).
  • FIG. 2 is a block diagram illustrating the operation of the steering system
  • algorithm 20 receives as input the vehicle speed v x , the angle swa of the steering wheel 2 detected by the appropriate sensor described earlier, and optionally a parameter DM indicative of the currently selected driving mode.
  • Algorithm 20 determines the position 5f of the steering rack 7 (e.g., expressed as a percentage between 0% and 100%, or as a decimal value between 0 and 1 , where the lower end 0% or 0 indicates one of the end positions of the steering rack 7 and the upper end 100% or 1 indicates the other end position of the steering rack 7) based on the steering wheel angle swa (expressed in degrees, °) and the speed v x .
  • the displacement of the steering rack can be smaller as the vehicle speed v x is higher, i.e., the steering ratio T may decrease as the speed v x increases (this to prevent that, at high speeds, a small correction of the angle swa made by the driver on the steering wheel can generate an excessive variation of the vehicle's trajectory).
  • the position 5f of the steering rack is transmitted to the electrical steering actuator 6, which controls the position of the steering rack 7.
  • the actuator 6 thus acts on the vehicle's mechanics M to control its steerable wheels and therefore the trajectory.
  • the position ⁇ 5/ of the steering rack can also be transmitted to a control logic 21 (e.g., implemented in the control unit 5 or in another control unit) that determines, based on it, a feedback torque T that has to be applied to the shaft 3 of the steering wheel by the feedback actuator 4, in order to provide the driver with the correct driving feeling.
  • a control logic 21 e.g., implemented in the control unit 5 or in another control unit
  • this feedback torque T is transmitted to the feedback actuator 4.
  • the actuator 4 thus acts on the vehicle's mechanics M to control the steering wheel.
  • the feedback torque T and the steering wheel angle swa can be reported, in feedback, to algorithm 20.
  • One object of the present invention is to allow the driver to modify, upon request (i.e., selectively and only under certain conditions), the control logic of the steer-by-wire steering system to achieve a dynamic vehicle behavior that maintains a condition of controlled sliding or controlled drifting, in order to increase driving pleasure in certain sporty driving conditions, for example during the use of the vehicle on a track.
  • an additional logic represented by the set of operations 23 is placed before the previously described logic 22, which can be selectively activated by the driver (for example, by acting on an appropriate driving mode selector) and/or can be activated only upon the occurrence of other conditions (e.g., only when the vehicle is in a controlled area such as a track or a test field).
  • logic 23 (which can be implemented in the control unit 5 or in another control unit of the vehicle) receives as input the parameters v x , swa and DM already discussed earlier (e.g., by reading their values from a vehicle communication network such as the CAN network, optionally receiving such values redundantly via two separate CAN vehicle networks), and also receives as feedback from logic 22 the value of the steering ratio r, the position 5f of the steering rack and the feedback torque T.
  • logic 23 determines in open loop (e.g., using mathematical equations or calibration maps, such as look-up tables) a value ipoL.pass of the vehicle's yaw rate, based on passive measurements (steady-state, stationary conditions) carried out on a reference vehicle (not equipped with logic 23) starting from the input data (i.e., vehicle speed v x , steering wheel angle swa and wheel angle, the latter calculated based on the steering wheel angle swa) and based on a passive understeer gradient curve K us (or understeer factor - a curve that substantially relates the steering wheel angle swa with the lateral acceleration ay of the vehicle).
  • open loop e.g., using mathematical equations or calibration maps, such as look-up tables
  • the set of operations 231 carried out in open loop starting from passive measurements allows to determine the value ipoL, passusing a bicycle model representative of the vehicle that is correlated with measurements performed on a "conventional" reference vehicle.
  • Operations 231 allow to compare what happens in real-time on the vehicle according to the invention with what would happen if the same "passive" or conventional vehicle (i.e., not equipped with logic 23) were driven to the acceptable limit.
  • logic 23 determines in open loop, using the same methodology of operations 231 , another value ip 0 L,ref of the vehicle's yaw rate, based on the same input parameters but based on a desired or target understeer gradient curve K us .
  • the target value K us can be an adjustable parameter (for example, equivalent to having a preset yaw angle (psi) or side-slip angle (beta)) or a value defined starting from the value of K us measured on the reference vehicle driven by an experienced driver or tester, to which a safety coefficient can be applied to take into account factors related to the functional state of the vehicle.
  • the yaw rate ip 0 L,ref calculated according to the desired curve K us is compared with the yaw rate ip 0 L,pass calculated according to the passive curve K us to determine the difference between them, Alp — lpoL,ref ⁇ ⁇ PoL,pass-
  • logic 23 determines in open loop (e.g., using an inverse static model of the vehicle dynamics), based on the difference ip and the vehicle speed v x , a value 8 0L of displacement required to the steering rack 7 to neutralize the difference ip.
  • a first part of logic 23 operates in open loop and compares the behavior acquired in "quasi -static" maneuvers performed on the reference vehicle model with the desired values of lateral acceleration, speed and yaw acceleration vs. steering wheel angle (defined by look-up tables, for example determined by specific tuning of the vehicle on which the new functionalities subject of the present invention are implemented).
  • the open loop contribution of logic 23 is calculated via the inversion of the static bicycle model (logic 233) that receives as input a yaw rate error and provides as output a delta wheel angle that is necessary to obtain that delta yaw rate as input.
  • the yaw rate error is calculated as the difference between a static yaw rate reference and a passive static yaw rate, i.e., based on the behavior of a "passive" vehicle, that is equipped with a traditional steering system, in "quasi-static" maneuvers.
  • the passive static yaw rate data represents the passive vehicle and is obtained through tests (e.g., snail tests at different speeds).
  • the static yaw rate reference data represents the desired behavior at SS, and the design parameter is the understeer coefficient (Kus), so a more agile or stable vehicle can be defined in different scenarios/driving modes.
  • logic 23 determines in closed loop (using mathematical equations that describe the desired dynamics of the vehicle) a value i CL ,ref,dyn of the vehicle's yaw rate, based on parameters indicative of the physical characteristics of the vehicle previously stored (e.g., moments of inertia, position of the center of gravity, front and rear track, wheelbase, etc.) starting from the input data (i.e., vehicle speed v x , steering wheel angle swa, wheel angle calculated based on the steering wheel angle swa, and lateral acceleration).
  • block 234 can solve the equations:
  • J z is the polar moment of inertia around the z-axis (vertical axis) of the vehicle
  • p is the yaw acceleration of the vehicle
  • F f is the sum (resultant) of the forces acting on the front axle of the vehicle
  • F r is the sum (resultant) of the forces acting on the rear axle of the vehicle.
  • PID Proportional-lntegral-Derivative
  • a second part of logic 23 operates in closed loop and is responsible for following the desired dynamic behavior. This not only allows covering dynamic scenarios such as double lane change, step steer, but also covering inaccuracies given by the model and disturbances. It is calculated through a PID controller (logic 235) that, starting from a yaw rate error, calculates a delta wheel angle that allows following the desired dynamic behavior.
  • the yaw rate error is calculated as the difference between a dynamic yaw rate reference and the measured yaw rate.
  • the dynamic yaw rate reference is calculated starting from the static yaw rate reference, adding the dynamic part (resulting from the solution of the differential equations of block 234) and offers the possibility, through calibration parameters, to decide how fast the yaw rate response to steering can be, or how much it can be damped.
  • the displacement A8 f is added to the displacement of the steering rack 7 that algorithm 20 calculates according to the "conventional" logic described earlier.
  • the actual position of the steering rack is altered compared to what would be in "normal” driving conditions, in order to produce a certain sideslip angle (i.e., the angle difference between the direction in which the wheels are pointing and the direction in which the wheels are actually moving) and achieve a condition of drifting of the vehicle.
  • the value of the side-slip angle can be predefined (e.g., depending on the selected driving mode) and/or can be chosen by the vehicle driver, using a specific section of the vehicle's interface (HMI), possibly integrated into the infotainment system already present on board the vehicle. In this way, it is possible to increase the sportiness of the vehicle perceived by the driver, deliberately bringing the vehicle into a controlled drifting condition, and thus without danger.
  • HMI vehicle's interface

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

Abstract

L'invention concerne un procédé de commande d'un système de direction à commande électrique (1) d'un véhicule. La position angulaire (swa) du volant (2), la vitesse (vx) du véhicule, et la vitesse de lacet courante (Ψm) du véhicule sont captées. Une première position (δf) de la crémaillère (7) du système de direction (1) est calculée (20) en fonction de la position du volant et de la vitesse du véhicule. On détermine (231) une première vitesse de lacet (Ψ0L, pass) du véhicule en fonction de la position du volant, de la vitesse du véhicule et d'une courbe indicative du gradient de sous-virage dans des conditions stationnaires. Une deuxième vitesse de lacet (Ψ0L, ref) du véhicule est déterminée (232) en fonction de la position du volant, de la vitesse du véhicule, et d'une courbe indicative du gradient de sous-virage souhaité. La première vitesse de lacet (ΨOL, pass) est soustraite de la deuxième vitesse de lacet (ΨOL,ref) pour déterminer un premier facteur de différence (ΔΨ). Sur la base du premier facteur de différence (ΔΨ) et de la vitesse du véhicule, on détermine (233) une première valeur corrective de déplacement (Δδf,OL) nécessaire à la crémaillère (7) pour neutraliser le premier facteur de différence (ΔΨ). Une troisième vitesse de lacet (ΨCL,ref,dyn}) du véhicule est déterminée (234) en fonction de la position du volant, de la vitesse du véhicule, et de paramètres représentatifs des caractéristiques physiques du véhicule. La vitesse de lacet courante (ΔΨ) est soustraite de la troisième vitesse de lacet (ΨCL,ref,dyn) pour déterminer un deuxième facteur de différence (ΨCL,ref) - Le deuxième facteur de différence (ΨCL,ref) est transmis à un contrôleur PID (235) pour déterminer une deuxième valeur corrective de déplacement (Δδf,CL) nécessaire à la crémaillère (7). La position réelle de la crémaillère est commandée par un actionneur électrique (6) à partir de la somme de la première position (δf) de la crémaillère, de la première valeur corrective de déplacement (Δδf,OL) et de la deuxième valeur corrective de déplacement (Δδf,CL).
PCT/IB2025/057191 2024-07-17 2025-07-16 Procédé de commande d'un système de direction à commande électrique d'un véhicule, système de direction, véhicule et produit programme d'ordinateur correspondants Pending WO2026018174A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102024000016498 2024-07-17
IT202400016498 2024-07-17

Publications (1)

Publication Number Publication Date
WO2026018174A1 true WO2026018174A1 (fr) 2026-01-22

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PCT/IB2025/057191 Pending WO2026018174A1 (fr) 2024-07-17 2025-07-16 Procédé de commande d'un système de direction à commande électrique d'un véhicule, système de direction, véhicule et produit programme d'ordinateur correspondants

Country Status (1)

Country Link
WO (1) WO2026018174A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4998593A (en) * 1989-03-31 1991-03-12 Aisin Seiki Kabushiki Kaisha Steering and brake controlling system
US20010056317A1 (en) * 2000-06-21 2001-12-27 Koyo Seiko Co., Ltd Vehicle attitude control apparatus
US20090118905A1 (en) * 2005-12-27 2009-05-07 Honda Motor Co., Ltd. Vehicle control device
US20160114832A1 (en) 2013-06-28 2016-04-28 Nissan Motor Co., Ltd. Steering control device
US20200391726A1 (en) * 2019-06-14 2020-12-17 Baidu Online Network Technology (Beijing) Co., Ltd. Control method and apparatus for autonomous vehicle, computer device, and storage medium
US20210016826A1 (en) 2019-07-17 2021-01-21 Steering Solutions Ip Holding Corporation Steer by wire drift compensation
US20230017618A1 (en) 2019-12-19 2023-01-19 Bayerische Motoren Werke Aktiengesellschaft Steer-By-Wire Steering System, Method for Operating a Steer-By-Wire Steering System and Vehicle
CN117302347A (zh) 2023-09-25 2023-12-29 南京航空航天大学 一种基于虚拟电机的分布式线控转向控制方法

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4998593A (en) * 1989-03-31 1991-03-12 Aisin Seiki Kabushiki Kaisha Steering and brake controlling system
US20010056317A1 (en) * 2000-06-21 2001-12-27 Koyo Seiko Co., Ltd Vehicle attitude control apparatus
US20090118905A1 (en) * 2005-12-27 2009-05-07 Honda Motor Co., Ltd. Vehicle control device
US20160114832A1 (en) 2013-06-28 2016-04-28 Nissan Motor Co., Ltd. Steering control device
US20200391726A1 (en) * 2019-06-14 2020-12-17 Baidu Online Network Technology (Beijing) Co., Ltd. Control method and apparatus for autonomous vehicle, computer device, and storage medium
US20210016826A1 (en) 2019-07-17 2021-01-21 Steering Solutions Ip Holding Corporation Steer by wire drift compensation
US20230017618A1 (en) 2019-12-19 2023-01-19 Bayerische Motoren Werke Aktiengesellschaft Steer-By-Wire Steering System, Method for Operating a Steer-By-Wire Steering System and Vehicle
CN117302347A (zh) 2023-09-25 2023-12-29 南京航空航天大学 一种基于虚拟电机的分布式线控转向控制方法

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