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WO2007031817A1 - Procede de commande de direction par systeme de direction tout electrique - Google Patents

Procede de commande de direction par systeme de direction tout electrique Download PDF

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Publication number
WO2007031817A1
WO2007031817A1 PCT/IB2005/003561 IB2005003561W WO2007031817A1 WO 2007031817 A1 WO2007031817 A1 WO 2007031817A1 IB 2005003561 W IB2005003561 W IB 2005003561W WO 2007031817 A1 WO2007031817 A1 WO 2007031817A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
steering
transverse acceleration
angle
ratio
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/IB2005/003561
Other languages
English (en)
Inventor
François DECHAMP
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.)
Renault Trucks SAS
Original Assignee
Renault Trucks SAS
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 Renault Trucks SAS filed Critical Renault Trucks SAS
Priority to PCT/IB2005/003561 priority Critical patent/WO2007031817A1/fr
Publication of WO2007031817A1 publication Critical patent/WO2007031817A1/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
    • 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 method of controlling a steer-by-wire steering system.
  • the steering system that is to say the combination of means allowing the course of the vehicle to be directed, is implemented by a mechanism that connects a control member, generally a steering wheel, to at least one steered axle generally comprising two steerable wheels, and which allows the orientation of the wheels relative to the vehicle to be modified.
  • the mechanism may be assisted by electrical or hydraulic means in order to make it easier to transmit the rotation force from the control member to each wheel of the steering wheel axle.
  • a steer-by-wire steering system comprises a control member (steering wheel, lever, or joystick) on which a driver can act.
  • the driver By acting on the control member, the driver fixes a setpoint direction to be given to the vehicle.
  • the movement that the driver applies to the control member is identified by a position sensor (an angle sensor in the case in which the control member is a steering wheel).
  • the signal coming from the position sensor of the control member is suitably processed and then sent to one or more actuators that act on the orientation of the wheels relative to the vehicle, depending on the action that the driver has performed on the control member.
  • This type of steering has many advantages over conventional steering systems.
  • this type of steering reduces the risk of injury by contact with the steering column in the event of an accident, and can be easily parameterized. It is also particularly advantageous in the case of industrial vehicles, of the truck type, which have considerable architectural constraints and generally have a cab decoupled from the chassis.
  • a steer-by-wire steering system especially avoids having to use a conventional steering column that has to be rigidly fixed both to the cab and to the chassis.
  • a resistive torque is applied to the control member so that the driver has a sensation representative of the force exerted by the wheel on a running surface.
  • a steer-by-wire steering system it is possible to parameterize the steering in such a way that the steering angle of the steerable wheels is a function of the angle of the control member and of the speed of the vehicle.
  • a steering system parameterised in this manner may be called a variable steering ratio system.
  • a mechanical steering system for which the steering angle of the steerable wheels is a substantially linear function of the command angle applied to the control member
  • a steer-by-wire steering system allows the steering ratio to vary according to the vehicle speed and according to the command angle applied to vehicle control member.
  • a widely spread method to define the steering ratio in a steer-by-wire steering system consists of defining a steering ratio which increases with the speed of the vehicle.
  • One object of the invention is to propose a method of defining a steering ratio in a steer-by-wire steering system that improves the vehicle stability.
  • the subject of the invention is therefore a method of determining a steering ratio in a steer-by-wire system for a vehicle comprising a control member for controlling at least one steerable vehicle wheel.
  • Said steering ratio is the ratio between an angle ⁇ of the control member and a steering angle ⁇ of the steerable wheel.
  • the method according to the invention comprises the step of detecting the speed of said vehicle; and the further step of determining a maximum allowable steering angle ⁇ of the steerable wheel based on said detected speed and a predetermined maximum transverse acceleration criterion.
  • the point of the invention is to define for any vehicle speed a maximal angle for the steerable wheel.
  • the premise of the method according to the invention is that the steering control member has a movement of fixed amplitude; in most cases where a vehicle has a steering wheel as a steering control member, the steering wheel has a fixed angular travel. Therefore, the method of the invention makes it possible to ensure that when the steering control member is oriented at full travel the steerable wheel angle stays within an angular area defined as a function of a transverse acceleration area.
  • the method can comprise the act of orienting a steering control member by an angle ⁇ ; and converting said command angle ⁇ into a steering angle ⁇ of at least one steerable wheel according to a steering ratio R equal to ⁇ / ⁇ , wherein the minimal steering ratio R min is equal to ⁇ ma ⁇ / ⁇ ma ⁇ , where the maximum angle of the steering wheel ⁇ ma ⁇ is a vehicle construction value and the maximum steering angle ⁇ max is a function of a transverse acceleration criterion.
  • the steering ratio Rmin for at least one steerable wheel can be equal to ⁇ ma ⁇ / ⁇ max , where ⁇ max is the maximum steering angle, is approximately determined by the formula: eAy/V 2 , where e is a geometrical constant associated with the vehicle and AY is a rollover transverse acceleration criterion.
  • the reduction ratio R m j n may be a function of a transverse acceleration criterion for vehicle low and intermediate speeds, whereas for vehicle very low speeds the steering ratio ⁇ / ⁇ may be constant and equal to a vehicle geometrical reduction ratio Rn, and for vehicle high speeds the steering ratio ⁇ / ⁇ may be constant and equal to a predetermined reduction ratio Rm.
  • the transverse acceleration criterion is less than the transverse rollover acceleration. This approach amounts to enhancing the operational safety of the vehicle in so far as the steering angle of the steerable wheels cannot reach a value that would make the vehicle reach its limiting transverse acceleration. In practice, this means that the driver is limited to being able to steer his vehicle within the range of safe movements of the vehicle.
  • the transverse acceleration criterion is greater than the transverse rollover acceleration. This approach makes it possible to take into account a transverse acceleration that exceeds, very briefly, the tolerable transverse rollover acceleration threshold without thereby causing the vehicle to roll over.
  • transverse acceleration criterion as a fraction of the transversal rollover acceleration (i.e. 80%, 90%, 100% or 120% of the rollover transverse acceleration), a rate of closure to the rollover transversal acceleration or a function of the rollover transversal acceleration or a combination of two or more of these data.
  • the transverse acceleration criterion is periodically weighted by the vehicle operational parameters.
  • the transverse acceleration criterion is dynamically adjusted to the vehicle operational vehicle at one time.
  • the vehicle operational parameters can be taken from the group of the weight of vehicle load and/or the quantity of petrol in the vehicle tank.
  • the transverse acceleration criterion can be weighted by the loading of the vehicle. This allows any loading of a vehicle, which may quite appreciably modify the dynamics of the vehicle, to be taken into account. It should be noted that, on a vehicle of the industrial vehicle type, which generally employs air suspension, it is possible by measuring the deflection of the suspension to deduce the mass of an on-board load.
  • FIG. 1 is a block diagram of a steer-by-wire steering system
  • FIG. 2 is a diagram showing the steering ratio according to the invention as a function of the speed. Description of the invention
  • FIG. 1 shows schematically a steering system of the steer-by-wire type.
  • This steering system therefore includes a control member 2 which, in the example illustrated, is a steering wheel.
  • This control member 2 may be oriented at an angle ⁇ by the driver of the vehicle.
  • a position sensor 3, an angle counter in the example shown, records the angular displacement of the control member 2 and generates a signal that is sent to a CPU 4.
  • the CPU 4 can suitably include a microprocessor, a data memory such as a RAM memory and a program memory such as a ROM memory.
  • the computer 4 In addition to receiving a signal representative of the angle ⁇ of the control member 2, the computer 4 also receives a signal representative of the speed of the vehicle. This signal may come from a speed sensor 5.
  • the CPU 4 From the angle ⁇ and the speed of the vehicle, the CPU 4 generates an output signal that is sent to an actuator 6 mechanically linked to the steerable wheels 7 of the vehicle.
  • Figure 1 shows only one steerable wheel, however, it is understood that a vehicle generally is equipped with two or more steerable wheels.
  • the steering angle ⁇ depends on the angle ⁇ and on the speed of the vehicle.
  • the ratio of the angle ⁇ to the angle ⁇ therefore defines the reduction ratio by analogy with the reduction ratio of a mechanical steering system.
  • the reduction ratio may vary depending on the speed, something which, of course, cannot be obtained with a mechanical steering system in which the reduction ratio is set by gear ratios.
  • Figure 2 illustrates the minimum reduction ratio as a function of the speed of the vehicle.
  • minimum reduction ratio is understood to mean the ratio of the maximum angle ⁇ max that the driver can turn the steering wheel to the maximum angle ⁇ ma ⁇ that the steerable wheels can adopt for a given speed.
  • the determination of the ratio R min according to the criteria of the invention is more particularly of benefit in the speed range I, which may be termed as a low and intermediate speed range, with speeds possibly ranging from 15 km/h to 65 km/h. These speed values are given purely by way of indication and in no case must be considered as parameters of the invention.
  • the invention provides for the steering ratio Rmin to be set by a steering angle ⁇ ma ⁇ which is a function of a transverse acceleration criterion.
  • ⁇ m ax is determined by the formula eA y /V 2 , in which: - e is a geometrical constant of the vehicle, which involves the wheelbase, that is to say the distance separating a steering front axle from a non-steered rear axle.; and
  • transverse acceleration criterion is a transverse acceleration criterion, this being a datum associated with the architecture of the vehicle (especially the mass, height and length of the vehicle).
  • the transverse acceleration may possibly be weighted by a load of the vehicle.
  • the fact that a vehicle may carry or not a load is a factor that influences the behaviour of a vehicle, more especially a vehicle with a high centre of gravity, such as a lorry or truck.
  • transverse acceleration criterion it is possible to set the transverse acceleration criterion to be less than the transverse rollover acceleration.
  • the steering angle of the steerable wheels cannot reach a value that would make the vehicle reach its limiting transverse acceleration. In practice, this amounts to limiting the driver to being able to steer his vehicle within the range of safe movements of the vehicle.
  • the method may permit a steerable wheel angle that results in a vehicle transverse acceleration that exceeds the transverse rollover acceleration. It is then the responsibility of the driver to determine the maximum steering angle to be given to the vehicle.
  • the transverse acceleration has little influence at low speeds.
  • the actual construction of the vehicle means that the steerable wheels present physical stops that set the maximum steering angle.
  • this limitation provides a method that allows a minimum reduction ratio to be set according to a transverse acceleration criterion, thereby making it possible in particular to make the behaviour of a vehicle safe by limiting the steering angle of the steerable wheels to a range within which the transverse acceleration of the vehicle remains less than its limiting rollover acceleration.

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

Procédé de détermination d’une démultiplication de direction dans un système de direction tout électrique pour un véhicule, comprenant un élément de commande (2) servant à commander au moins une roue dirigeable (7) du véhicule. La démultiplication de direction représente le rapport entre un angle a de l’élément de commande et une angle de braquage θ de la roue dirigeable. Le procédé selon l’invention comprend l’étape de détection de la vitesse du véhicule ; et l’étape consistant à déterminer un angle de braquage maximal admissible θ de la roue dirigeable en fonction de la vitesse détectée et d’un critère d’accélération transversale maximale prédéterminé. Le procédé définit pour une vitesse quelconque du véhicule un angle maximal pour la roue dirigeable. Le procédé de l’invention permet donc de maintenir, lors d’une course maximale de l’élément de commande de direction, l’angle de la roue dirigeable dans une plage angulaire définie en fonction d’une plage d’accélérations transversales.
PCT/IB2005/003561 2005-09-16 2005-09-16 Procede de commande de direction par systeme de direction tout electrique Ceased WO2007031817A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2005/003561 WO2007031817A1 (fr) 2005-09-16 2005-09-16 Procede de commande de direction par systeme de direction tout electrique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2005/003561 WO2007031817A1 (fr) 2005-09-16 2005-09-16 Procede de commande de direction par systeme de direction tout electrique

Publications (1)

Publication Number Publication Date
WO2007031817A1 true WO2007031817A1 (fr) 2007-03-22

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2005/003561 Ceased WO2007031817A1 (fr) 2005-09-16 2005-09-16 Procede de commande de direction par systeme de direction tout electrique

Country Status (1)

Country Link
WO (1) WO2007031817A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008012007A1 (de) * 2008-03-01 2009-09-10 Audi Ag Verfahren zum Reduzieren einer Kipptendenz eines Kraftwagens und ein Lenksystem
US20120158218A1 (en) * 2009-06-22 2012-06-21 Kohei Funabiki Steering angle control system for aircraft
FR2972168A1 (fr) * 2011-03-02 2012-09-07 Akka Ingenierie Produit Systeme de direction du type steer-by-wire pour vehicule automobile
US10114378B2 (en) 2013-12-11 2018-10-30 Cnh Industrial America Llc Automatic guidance system with stability control for an agricultural vehicle
WO2020002204A1 (fr) * 2018-06-26 2020-01-02 Thyssenkrupp Presta Ag Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction
US11077877B1 (en) 2010-08-31 2021-08-03 Michael R. Schramm Rollover prevention apparatus

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
US20030055549A1 (en) * 2001-08-29 2003-03-20 Barta David John Vehicle rollover detection and mitigation using rollover index

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
US20030055549A1 (en) * 2001-08-29 2003-03-20 Barta David John Vehicle rollover detection and mitigation using rollover index

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008012007A1 (de) * 2008-03-01 2009-09-10 Audi Ag Verfahren zum Reduzieren einer Kipptendenz eines Kraftwagens und ein Lenksystem
DE102008012007B4 (de) * 2008-03-01 2012-02-23 Audi Ag Verfahren zum Reduzieren einer Kipptendenz eines Kraftwagens und ein Lenksystem
US20120158218A1 (en) * 2009-06-22 2012-06-21 Kohei Funabiki Steering angle control system for aircraft
US8874285B2 (en) * 2009-06-22 2014-10-28 Mitsubishi Heavy Industries, Ltd. Steering angle control system for aircraft
US11077877B1 (en) 2010-08-31 2021-08-03 Michael R. Schramm Rollover prevention apparatus
US11926379B1 (en) 2010-08-31 2024-03-12 Michael R. Schramm Rollover prevention apparatus
US12312027B1 (en) 2010-08-31 2025-05-27 Michael R. Schramm Rollover prevention apparatus
FR2972168A1 (fr) * 2011-03-02 2012-09-07 Akka Ingenierie Produit Systeme de direction du type steer-by-wire pour vehicule automobile
US10114378B2 (en) 2013-12-11 2018-10-30 Cnh Industrial America Llc Automatic guidance system with stability control for an agricultural vehicle
WO2020002204A1 (fr) * 2018-06-26 2020-01-02 Thyssenkrupp Presta Ag Système de direction à commande électrique à caractéristiques de démultiplication de direction adaptée à la situation de direction

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