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WO2002060741A1 - Systeme de direction pour vehicules non guides - Google Patents

Systeme de direction pour vehicules non guides Download PDF

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Publication number
WO2002060741A1
WO2002060741A1 PCT/EP2001/015157 EP0115157W WO02060741A1 WO 2002060741 A1 WO2002060741 A1 WO 2002060741A1 EP 0115157 W EP0115157 W EP 0115157W WO 02060741 A1 WO02060741 A1 WO 02060741A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
vehicle wheels
steered vehicle
steering system
manual power
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/EP2001/015157
Other languages
German (de)
English (en)
Inventor
Reinhold Schneckenburger
Hubert Bohner
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of WO2002060741A1 publication Critical patent/WO2002060741A1/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
    • 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
    • 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

Definitions

  • the invention relates to a steering system for non-track-bound vehicles, with
  • a sensor device actuated by a steering handle, in particular a steering handwheel, for a steering angle setpoint
  • a further transmitter device for a steering angle actual value which detects the steering angles of the steered vehicle wheels
  • a manual power actuator which applies forces to the steering handle in order to simulate a forced coupling of the steering handle and the steered vehicle wheels and / or reaction forces caused by the condition of a roadway.
  • Steering systems of this type in which the “steer by wire” concept is implemented, are known in principle. Due to the fact that at least during normal operation there is no forced coupling between the steered vehicle wheels and the steering handle, steering or disturbing forces acting on the steered vehicle wheels cannot easily be noticed by the driver In particular, the driver cannot recognize when the steered vehicle wheels have reached their steering stop, that is to say that they have reached a maximum predetermined steering adjustment in relation to the straight-ahead position.
  • US Pat. No. 5,347,458 discloses a steering system that is intended for non-track-bound vehicles and operates according to the “steer by wire” concept, which has a manual power actuator in order to simulate forces on the steering handle which act on the steered vehicle wheels. In this way, the driver is given a steering feeling which essentially corresponds to the steering feeling which arises in a steering system with a positive coupling between the steering handle and the steered vehicle wheels.
  • the object of the invention is to ensure optimal control of the manual power actuator when the steered vehicle wheels reach a maximum steering adjustment compared to the straight-ahead position.
  • This object is achieved in that the manual power controller simulates a steering stop when reaching such a maximum steering adjustment.
  • the invention is based on the general idea of providing only a “virtual” steering stop for steer-by-wire operation and dispensing with fixed end stops for the steering handle. This also takes into account the fact that changing transmission ratios during steer-by-wire operation can occur between the actuating strokes of the steering handle and the steering angle changes of the steered vehicle wheels and, accordingly, the maximum possible or permissible steering angle of the steered vehicle wheels can be achieved with different positions of the steering handle.
  • the portion of the steering angle setpoint which is dependent on the position of the steering handle is additively and / or multiplicatively superimposed on a setpoint portion which is dependent on the driving state of the vehicle, in particular the driving speed and / or on the state of the roadway.
  • this is largely equivalent to the fact that the transmission ratio between the actuating stroke of the steering handle and the steering angle change caused by the actuating unit can change depending on parameters, in particular depending on the driving speed of the vehicle.
  • the actuating unit is switched off when an end value of the steering adjustment is reached or that it is only allowed to work with a reduced force in the direction exceeding the respective end value.
  • the manual power actuator can be deactivated again when the mechanical and / or hydraulic positive coupling between the steering handle and the steered vehicle wheels is produced.
  • This design makes it possible to dimension the manual power actuator “small”, ie the maximum torque that the manual power actuator must be able to generate can be selected to be low, for example in the range of 8-15 numbers.
  • the driver is then able to apply a higher torque Apply the steering handle so that it could turn the steering handle beyond the steering stop simulated by the manual power actuator Since, in this embodiment of the invention, a continuously mechanical and / or hydraulic connection is established between the steering handle and the steered vehicle wheels, the steering handle cannot be deflected any further when the vehicle wheels have reached their limit stop in terms of design.
  • the manual power actuator can therefore be made compact with low power.
  • the mechanical and / or hydraulic positive coupling between the steering handle and the steered vehicle wheels is expediently produced when a comparison variable correlating with the torque generated by the manual power actuator exceeds a predefinable threshold value.
  • the moment itself can also serve as a comparison variable.
  • the comparison variable can e.g. serve the current consumption of the electric motor or the electrical power consumed by the electric motor.
  • Fig. 1 is a schematic representation of a steering system of the type specified and Fig. 2 is an exemplary representation of the manual power control.
  • a vehicle (not shown in more detail) has steerable front wheels 1 which are coupled via tie rods 2 to the piston rod 3 of a double-acting hydraulic piston-cylinder unit 4 for joint steering adjustment.
  • the two sides of the piston-cylinder unit 4 are connected via hydraulic lines 5 and 6 to a control valve 7, which is otherwise connected via line 8 to the pressure side of a hydraulic pump 9 and via line 10 to a relatively unpressurized hydraulic reservoir 11 that the suction side of the hydraulic pump 9 is also connected.
  • a normally open shut-off valve 12 is arranged between the hydraulic lines 5 and 6. Otherwise, pressure transmitters 13 and 14 are provided on the hydraulic lines 5 and 6 for detecting the respective hydraulic pressure.
  • a steering handwheel 15 is connected via a steering shaft 16 on the one hand to a rotary angle sensor 17 and on the other hand to a manual power actuator 18.
  • the manual power actuator 18 can be designed as an electric motor, which can oppose a rotatable adjustment of the steering handwheel 15 with an adjustable or controllable torque; the corresponding regulation or control is explained further below.
  • the strength of this torque can be detected by means of a torque meter 19 and set using a control arrangement.
  • An electronic control circuit 20 provided as a control arrangement has a setpoint computer 21 which on the input side with the rotary angle sensor 17 and preferably also with further sensors (not shown) for vehicle-side operating parameters, such as driving speed, lateral acceleration and / or yaw rate, and / or with the driver actuated sensors is connected, for example with command devices, for example in the form of switches, for setting a "sporty” or a "comfort-oriented" operating behavior.
  • the setpoint computer 21 determines from the signals of the rotary angle sensor 17 actuated by the steering handwheel 15 and the other sensors a steering angle setpoint value which is dependent on the rotary position of the rotary angle transmitter 17 and thus on the rotary position of the steering handwheel 15 and which is variable as a function of parameters.
  • Actual value generator 22 is compared, which is assigned to the piston rod 3 in the example shown.
  • the control circuit 20 keeps the shut-off valve 12 closed and controls the electromagnetically actuated control valve 7 as a function of the target / actual value comparison of the steering angle, so that when the pump 9 is operating, a more or less large one between the two sides of the piston-cylinder unit 4 hydraulic pressure difference occurs and the piston-cylinder unit 4 acts on the steerable wheels 1 with controllable steering force.
  • the steered front wheels 1, on the one hand perform steering movements analogous to the rotational movements of the steering handwheel 15 on the driver's side.
  • vehicle dynamics parameters can also be taken into account by the setpoint computer 21, so that automatic steering corrections for stabilizing the vehicle are possible if necessary.
  • the setpoint computer 21 can vary the transmission ratio between the change in the steering angle of the wheels 1 and the change in the angle of rotation of the steering handwheel 15 by taking into account parameters of the driving operation or the driving state, in particular the driving speed and the state of the roadway.
  • control circuit 20 regulates or controls the manual power actuator 18.
  • the manual power actuator 18 is also intended to simulate a steering stop when the steered wheels 1 reach the maximum design steering angle to the left or right.
  • the steered vehicle wheels 1 can reach their maximum steering deflection at fundamentally different rotational positions of the steering handwheel 15, i.e. no fixed rotary stops can be assigned to the steering handwheel 15.
  • the control circuit 20 has a circuit 23, which receives the signals from the actual value transmitter 22 and specifies a moment o, which increases substantially proportionally with small steering angles ⁇ near the straight-ahead position with increasing deviation from the straight-ahead position and with larger steering angles ⁇ in amount remains essentially the same.
  • the signal M 0 is passed on to a summing circuit 24.
  • Another circuit 25 also receives the signals of the actual value transmitter 22 and determines a torque M a therefrom which has the value zero on both sides of the straight-ahead position up to steering angles ⁇ of large magnitude. Only when the steering angles ⁇ reach the proximity of the design limit angles or come close to the limit angles, does M A assume large values.
  • the signal M A is also fed to the summing circuit 24.
  • the signal M A passes through a differentiator 26 and a downstream amplifier 27, which is connected on the output side to the summing circuit 24.
  • the summation circuit 24 can be connected on the input side to further circuits 28 which, for example, receive the signals from the pressure transmitters 13 and 14 and an additional torque M z depending on the size and direction of the Specify pressure transducers 13 and 14 determined pressure difference. This signal M z is also fed to the summing circuit 24.
  • the signals supplied are additively linked by the summing circuit 24.
  • the output signal output by the summing circuit controls a driver circuit 29, which in turn actuates the manual power actuator 18 in such a way that it opposes a driver-side rotary adjustment of the steering handwheel 15 to a resistance analogous to the signal sum of the input signals at the summing circuit 24, a steering stop being simulated when the Wheels 1 reach their maximum steering angle ⁇ to the right or left.
  • the differentiator 26 gives the driver the feeling of a progressively hardening and damped stop.
  • the manual power actuator 18 thus acts similarly to a controllable brake, the resistance felt by the driver also being dependent on the rotational speed of the steering handwheel 15.
  • the driver circuit 29 can be controlled in the sense of a regulation, i.e. the output signal of the summing circuit 24 is processed as a setpoint for the steering resistance which can be felt on the steering handwheel 15, while the output signal of the torque meter 19, when the steering handwheel 15 is actuated, reproduces the actual value of the steering resistance which can be felt on the steering handwheel 15.
  • the driver circuit 29 is then controlled in such a way that the target / actual value deviation is minimized.
  • the signals of the actual value transmitter 22 can also be used for a special control of the control valve 7, such that the piston-cylinder unit 4 can generate no or only reduced forces when in the respective steering direction constructively possible maximum steering deflection is reached.
  • the control valve 7 can be reset to the vicinity of its neutral central position and can only be adjusted from this position to those positions in which the in Forces of the piston-cylinder unit 4 acting in the direction of the aforementioned maximum steering deflection are further reduced or forces are generated in the opposite direction.
  • the output signals of the circuit 25 can optionally be used and fed to a comparator circuit 30. As soon as the output signal M A exceeds a tolerance range T adapted to the maximum possible steering deflections upwards or downwards, the control valve 7 is reset to the neutral central position.
  • the steering handwheel 15 can be rotated by the driver into a position in which the setpoint calculator 21 determines a steering angle setpoint that is greater than the maximum achievable steering angle despite the simulation of a steering stop by the manual power actuator 18.
  • the control circuit 20 can no longer correct the target / actual value deviation of the steering angle.
  • the control circuit 20 would control the control valve 7 without the measures described above such that the piston-cylinder unit 4 attempts to generate very high forces in a direction exceeding the respective maximum steering angle. This would lead to undesirably high loads on the steering system.
  • a mechanical and / or hydraulic positive coupling can be produced between the steering handwheel 15 and the steerable vehicle wheels 1 if the vehicle wheels 1 are in the range of their maximum adjustable steering angle to the left or right.
  • This forced coupling prevents the driver from moving the steering handwheel beyond the simulated steering stop and thereby changing the relative position between the steering handwheel 15 and the steerable vehicle wheels, which would result in a permanent offset. This would have the consequence that when the vehicle is traveling straight ahead, the steering handwheel would not assume its neutral position, but rather the position rotated relative to the neutral position. This problem can be avoided by means of the forced coupling when the steering stop is reached. As soon as the vehicle wheels 1 reach their maximum steering angle, this cannot be deflected any further because of the mechanical and / or hydraulic connection to the steering handwheel 15.
  • the manual force actuator 18 formed by the electric motor can be switched off. This relieves the load on the electric motor and protects it from damage.
  • the mechanical and / or hydraulic positive coupling is produced when a comparison variable correlating with the torque generated by the manual power actuator exceeds a predetermined threshold value.
  • the torque measured by the torque meter 19, which acts between the steering handwheel 15 and the manual force actuator 18, can serve as a comparison variable, for example.
  • the mechanical and / or hydraulic positive coupling is concluded. This can be achieved, for example, by closing a clutch in the steering linkage or switching valves, so that a hydraulic operative connection is created between the steering handwheel 15 and the piston-cylinder unit 4.
  • Steering systems of this type with a mechanical or hydraulic fallback level are known per se.
  • the threshold value can have a constant value, but can in principle be set as desired. For example, it can also depend on parameters such as vehicle speed.
  • the mechanical and / or hydraulic positive coupling is activated when the torque generated by the manual power actuator 18 exceeds a threshold value of approximately 10-15 Nm.
  • the electrical power or current consumption of the electric motor 18 associated with this threshold value can also serve as a comparison signal.
  • hydraulic piston-cylinder unit 4 can also be replaced by other, e.g. electrical or pneumatic actuating units can be replaced, in which case 7 adapted control elements are to be provided instead of the control valve.
  • the shut-off valve 12 is opened automatically.
  • it can additionally or alternatively be provided to determine the torque M A as a function of the signals from the rotary angle sensor 17 and / or as a function of the signals from the setpoint computer 21.
  • the value of M A then increases in terms of amount if the angle of rotation of the steering handwheel 15 and / or the calculated steering angle setpoint exceeds a limit value 2 * in terms of amount.
  • an “emergency level” (not shown) can be automatically switched on, for example an inactive mechanical coupling between steering handwheel 15 and that is ineffective in steer-by-wire operation by opening a clutch steered vehicle wheels, at the same time the shut-off valve 12 falls into its open state in order to avoid undesirable effects of the disturbed steer-by-wire system on the emergency control of the steered vehicle wheels 1 via said positive coupling.

Landscapes

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

Abstract

La présente invention concerne un système de direction "steer by wire" (direction par câble) dans lequel une butée de direction est simulée sur le voltant de direction (15) au moyen de l'actionneur à force manuelle (18), lorsqu'une position directionnelle maximale des roues (1) est atteinte.
PCT/EP2001/015157 2001-01-19 2001-12-20 Systeme de direction pour vehicules non guides Ceased WO2002060741A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10102244.1 2001-01-19
DE10102244A DE10102244A1 (de) 2001-01-19 2001-01-19 Lenksytem für nicht spurgebundene Fahrzeuge

Publications (1)

Publication Number Publication Date
WO2002060741A1 true WO2002060741A1 (fr) 2002-08-08

Family

ID=7671039

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2001/015157 Ceased WO2002060741A1 (fr) 2001-01-19 2001-12-20 Systeme de direction pour vehicules non guides

Country Status (2)

Country Link
DE (1) DE10102244A1 (fr)
WO (1) WO2002060741A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7325644B2 (en) 2002-10-11 2008-02-05 Jtekt Corporation Steering control device

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10221721B4 (de) * 2002-05-16 2011-02-17 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit einem Lenksystem sowie einem Anschlag zum Begrenzen des maximalen Einschlagwinkels
JP3875209B2 (ja) * 2003-04-22 2007-01-31 株式会社ジェイテクト ステアバイワイヤシステム及びその制御プログラム
JP4425687B2 (ja) * 2004-04-08 2010-03-03 本田技研工業株式会社 操舵装置
US7295905B2 (en) * 2004-07-29 2007-11-13 Visteon Global Technology, Inc. Control of a steering wheel system with passive resistance torque
DE102004037947B4 (de) * 2004-08-04 2010-05-12 Günter Fendt Fahrzeug mit einem Drive-by-Wire-Lenksystem zur Steuerung oder Regelung einer Fahrtrichtung
DE102008001179B4 (de) * 2008-04-15 2017-02-02 Robert Bosch Automotive Steering Gmbh Verfahren zum Betrieb eines Lenksystems in einem Fahrzeug
DE102008021973A1 (de) 2008-05-02 2009-11-05 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug- Lenksystem der by-wire-Bauart
DE102013014122A1 (de) 2013-08-23 2015-02-26 Audi Ag Lenkanschlag
US10794043B2 (en) * 2016-08-26 2020-10-06 Komatsu Ltd. Work vehicle and control method for work vehicle
DE102017201209A1 (de) 2017-01-26 2018-07-26 Volkswagen Aktiengesellschaft Vorrichtung und Verfahren zum Lenken eines Kraftfahrzeugs
DE102017201208B4 (de) * 2017-01-26 2021-03-25 Volkswagen Aktiengesellschaft Vorrichtung und Verfahren zum Lenken eines Kraftfahrzeugs
DE102017008651A1 (de) 2017-09-14 2018-06-07 Daimler Ag Variabler Endanschlag für ein Steer-by-wire Lenksystem
GB2605418B (en) 2021-03-31 2023-09-13 Jaguar Land Rover Ltd Control system and method for providing end stop force
CN113212547B (zh) * 2021-06-11 2022-04-22 南京航空航天大学 一种商用车可变传动比电动转向系统及其控制方法
CN113212542B (zh) * 2021-06-11 2022-04-08 南京航空航天大学 一种电液耦合的智能循环球式线控转向系统及其控制方法
DE102022203129A1 (de) 2022-03-30 2023-10-05 Zf Automotive Germany Gmbh Verfahren zur Bestimmung eines geregelten Handmoments und Lenksystem
CN117657284A (zh) * 2022-08-22 2024-03-08 操纵技术Ip控股公司 线控转向软件末端停止

Citations (7)

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Publication number Priority date Publication date Assignee Title
EP0261325A2 (fr) * 1986-09-22 1988-03-30 Trw Inc. Appareil pour établir une sensation de direction
US5247441A (en) * 1990-09-25 1993-09-21 Honda Giken Kogyo Kabushiki Kaisha Vehicle steering control system
DE19754278A1 (de) * 1996-12-05 1998-06-10 Hyundai Motor Co Ltd Kfz-Servolenksystem
DE19820774A1 (de) * 1998-05-08 1999-11-18 Danfoss As Hydraulische Flügelzellenmaschine
DE19842624A1 (de) * 1998-09-17 2000-04-06 Daimler Chrysler Ag Verfahren zum Betreiben eines Lenksystems für ein Fahrzeug
WO2000043251A1 (fr) * 1999-01-22 2000-07-27 Mercedes Benz Lenkungen Gmbh Dispositif redondant pour la generation de moments de rotation
DE19904040A1 (de) * 1999-02-02 2000-08-03 Bosch Gmbh Robert Verfahren zur Glättung von Übergängen des Lenkmoments und des Lenkwinkels und dafür eingerichtetes aktives Lenksystem

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0261325A2 (fr) * 1986-09-22 1988-03-30 Trw Inc. Appareil pour établir une sensation de direction
US5247441A (en) * 1990-09-25 1993-09-21 Honda Giken Kogyo Kabushiki Kaisha Vehicle steering control system
DE19754278A1 (de) * 1996-12-05 1998-06-10 Hyundai Motor Co Ltd Kfz-Servolenksystem
DE19820774A1 (de) * 1998-05-08 1999-11-18 Danfoss As Hydraulische Flügelzellenmaschine
DE19842624A1 (de) * 1998-09-17 2000-04-06 Daimler Chrysler Ag Verfahren zum Betreiben eines Lenksystems für ein Fahrzeug
WO2000043251A1 (fr) * 1999-01-22 2000-07-27 Mercedes Benz Lenkungen Gmbh Dispositif redondant pour la generation de moments de rotation
DE19904040A1 (de) * 1999-02-02 2000-08-03 Bosch Gmbh Robert Verfahren zur Glättung von Übergängen des Lenkmoments und des Lenkwinkels und dafür eingerichtetes aktives Lenksystem

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7325644B2 (en) 2002-10-11 2008-02-05 Jtekt Corporation Steering control device

Also Published As

Publication number Publication date
DE10102244A1 (de) 2002-03-28

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