CN114379288A - Method for early detection of irregular wear of motor vehicle tyres and/or unintentional changes in chassis settings - Google Patents
Method for early detection of irregular wear of motor vehicle tyres and/or unintentional changes in chassis settings Download PDFInfo
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- CN114379288A CN114379288A CN202111141027.9A CN202111141027A CN114379288A CN 114379288 A CN114379288 A CN 114379288A CN 202111141027 A CN202111141027 A CN 202111141027A CN 114379288 A CN114379288 A CN 114379288A
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- 238000000034 method Methods 0.000 title claims abstract description 63
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- 230000001788 irregular Effects 0.000 title claims abstract description 28
- 230000008859 change Effects 0.000 claims description 58
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- 238000013500 data storage Methods 0.000 claims description 24
- 238000011156 evaluation Methods 0.000 claims description 17
- 238000002360 preparation method Methods 0.000 claims description 10
- 238000012935 Averaging Methods 0.000 claims description 6
- 230000006870 function Effects 0.000 claims description 3
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/24—Wear-indicating arrangements
- B60C11/246—Tread wear monitoring systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/02—Signalling devices actuated by tyre pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/02—Tyres
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/06—Steering behaviour; Rolling behaviour
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C2019/006—Warning devices, e.g. devices generating noise due to flat or worn tyres
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- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention relates to a method for early detection of irregular wear of tires and/or unintentional changes in chassis settings of a motor vehicle (214) having an electric power steering system (200). According to the invention, in the method, data relating to the current steering wheel angle, the current speed and the current yaw angle of the motor vehicle are received and allocated to the current driving situation, data relating to the current steering wheel torque are received, a steady state of the current steering wheel torque is detected, and the current steering wheel torque in the steady state is compared with at least one predetermined threshold allocated to the driving situation. A first signal representative of an early detection of an acknowledgement is generated when at least one predetermined threshold is exceeded.
Description
Technical Field
The present invention relates to a method for early detection of irregular wear of tyres and/or unintentional changes in the chassis arrangement of a motor vehicle according to the preamble of claim 1. The invention also relates to a system for performing such a method for early detection according to the preamble of claim 7.
Background
In the field of automotive engineering, it is known to equip the steering system of a motor vehicle with means for supporting the steering movements, which are usually caused by the driver of the motor vehicle by applying a torque to the steering wheel of the motor vehicle. The support device improves the driving comfort for the driver of the motor vehicle, since the steering movement can be carried out with less force.
The device for supporting the steering movement can be designed, for example, as a power steering system, wherein the support can be carried out on the basis of hydraulic ("hydraulic power steering", HPS), electrohydraulic ("electrohydraulic power steering", EHPS) or electromechanical ("electric power assisted steering", EPAS).
Despite the use of such a support device, certain driving situations (e.g. a constant side wind during straight driving) require a holding force, which is apparent to the driver of the motor vehicle, in order to achieve the necessary reverse steering movement during straight driving, since the driving situation can produce a pulling effect on the steering wheel, which must be compensated by the holding force of the driver. Similarly, significant holding forces by the driver of a motor vehicle to achieve straight-ahead driving can also be caused by suspension failures and very different tire pressures.
In the prior art, various solutions have been proposed for steering assistance systems, which in this case automatically correct the traction effect on the steering wheel ("traction-drift-compensation", PDC) so that the holding force of the driver of the vehicle can be at least partially eliminated.
Such PDC systems are known, for example, from US 6,965,820B 2, US 7,725,227B 2 and DE 19824914C 2.
A controller for a vehicle system comprising a steering wheel and an electric motor is known from US 6,965,820B 2. The controller has a torque support function responsive to a signal representative of torque applied to the steering wheel to provide a torque support command to the electric motor. The controller's steering traction compensator responds to the asserted control signal to vary the torque support command of the electric motor by an offset corresponding to the detected steering traction condition. The control method herein includes receiving a signal indicative of torque applied to a steering wheel, providing a torque support command to an electric motor in response to the received torque signal, detecting a release signal associated with the control signal, quantifying a state of steering traction in response to the received and detected signals, and modifying the torque support command to the electric motor by an offset corresponding to the quantified state of steering traction.
US 7,725,227B 2 proposes a method, system and apparatus for providing improved steering traction compensation. The method compensates for steering tractive effort in a steering system of a vehicle including a steering wheel. The method includes monitoring the vehicle to determine whether the vehicle is traveling in a substantially straight-ahead direction, and if so, measuring steering wheel torque as the detected torque signal to determine an amount of steering tractive effort present on the steering wheel. The method also includes generating a torque support signal in response to the detected torque signal and calculating a compensation signal to reduce the amount of steering tractive effort to substantially zero. The method also includes generating a modified torque support signal by adding the compensation signal to the torque support signal and applying the modified torque support signal to the vehicle steering system.
DE 19824914C 2 describes a power steering system for a motor vehicle having a manual steering control for steering adjustment of the wheels of a steerable vehicle by means of a steering gear arrangement, and a servo unit having a drive for driving purposes coupled to the steering gear, which generates a servo force depending on the force transmitted between the manual steering control and the steerable wheels, thereby reducing the manual force applied to the manual steering control during a steering operation. The steering torque caused by the at least approximately stationary lateral acceleration and/or the lateral tilting (roll position) of the vehicle can be at least partially compensated by the servo unit to reduce the necessary manual force.
DE 102006022663 a1 discloses a method for improving the straight-ahead driving of a vehicle having a steering system with active steering assistance (e.g., electromechanical or hydraulic steering assistance). The method includes capturing driving dynamics data and identifying a state of straight-driving from the captured data if at least one value of the captured data or a value derived from the data is below or above a predetermined threshold for a predetermined period or route. Furthermore, the method comprises measuring at least one torque applied to the steering system during straight travel and calculating a required compensation torque from the previously measured torque. Further, the method has the step of actuating the active steering assist with the compensation torque for counter-compensating the measured torque applied to the steering system. In calculating the required compensation torque, the friction and/or restoring force may be taken into account, for example by subtracting the amount of friction torque from the amount of torque measured in straight-ahead driving and adding the amount of restoring torque.
DE 102013220947 a1 proposes a method for supporting a straight-ahead driving of a vehicle. Here, the vehicle contains a steering system with active steering assistance, such as an EPAS system. Based on the steering torque applied to the steering wheel, a required support torque is first calculated. The steering assist is controlled by a control torque consisting of a superposition of the support torque and the calculated correction torque. The correction torque is calculated from the stepwise calculated support torque, so that in common applications, for example, a minimum magnitude of the manual torque does not trigger the support torque, while a faster increase of the correction torque towards the target value is caused in the presence of a strong steering traction.
The traction-drift compensation (i.e. the correction of the deviation of the motor vehicle from straight-ahead driving) is carried out not only with the aid of an auxiliary-force-assisted power steering system (e.g. EPAS, HPAS), but also with the aid of an active steering system ("active front steering", AFS).
For example, DE 102009028181 a1 describes a method for correcting straight-ahead driving of a motor vehicle which has a steering system with a steering column on which a supporting motor of an externally assisted auxiliary steering acts, and in which an actuator unit of an active steering system acts on the steering column. In a first subroutine, after detecting straight-ahead driving of the motor vehicle, it is detected whether there is traction or drift. In a second subroutine, the amount of overlap provided by the control unit of the active steering system is calculated so that the externally assisted auxiliary steering provides the necessary support.
Faults in the wheel suspension, such as defective shock absorbers or tracks or camber adjustment and very different tire pressures, can lead not only to a significant holding force for the driver of the motor vehicle to achieve straight running, but also to irregular wear of individual tires or pairs of tires.
A device for detecting tire wear is known from US 2018/0312017 a 1. A control system for a motor vehicle includes an electronic controller of a Central Tire Inflation System (CTIS) that typically has a source of compressed air located on the vehicle and connected to one or more tires. The CTIS controller is intended to control the CTIS to inflate and deflate one or more tires. Further, the CTIS controller is configured to receive electronic signals indicative of a current vehicle speed and tire pressure, and to generate a tire cumulative wear indication value indicative of cumulative wear to which the tire has been subjected at a particular time. The CTIS control system may estimate tire wear based on parameters of vehicle speed and tire pressure and/or at least one of ambient temperature, tire temperature, lateral tire load, and longitudinal tire load. CTIS control is also provided to automatically set the tire accumulated wear indicator value to a predetermined reference value based at least in part on a determination by the CTIS controller that the tire has been replaced.
In view of the prior art noted, the field of early detection of irregular wear of tires in motor vehicles and/or unintentional changes in the chassis arrangement of motor vehicles still provides room for improvement.
Disclosure of Invention
It is an object of the present invention to provide an apparatus and a method for early detection of irregular wear of the tyres of a motor vehicle and/or unintentional changes in the chassis setting of a motor vehicle, which enable such early detection to be carried out reliably and efficiently and without or only insignificantly increasing the total number of sensors of the motor vehicle.
According to the invention, this object is achieved by a method having the features of claim 1. The object is further achieved by a system for early detection according to claim 7. Furthermore, the dependent claims disclose particularly advantageous embodiments of the invention.
It should be noted that the features and measures mentioned individually in the following description can be combined with one another in any technically meaningful way and disclose further embodiments of the invention. The specification additionally features and details of the invention, particularly with reference to the accompanying drawings.
The method according to the invention for early detection of irregular wear of tires and/or unintentional changes in chassis arrangement of a motor vehicle with an electric power steering system comprises at least the following steps:
-receiving a current data set comprising at least a current steering wheel angle, a current speed and a current yaw angle of the motor vehicle,
-assigning a current data set to a current driving condition of a plurality of predetermined driving conditions,
-receiving data relating to a current steering wheel torque,
-calculating a rate of change of the current steering wheel torque based on the current steering wheel torque and a steering wheel torque determined at an earlier time during the driving situation corresponding to the current driving situation,
-comparing the rate of change of the current steering wheel torque with a predetermined threshold value for reaching a steady state of the current rate of change of steering wheel torque,
-comparing the current steering wheel torque with at least one predetermined threshold value of steering wheel torque allocated to the driving situation.
The method according to the invention further comprises generating a first signal representative of an early detection of an acknowledgement if:
-the rate of change of the current steering wheel torque is below a predetermined threshold for reaching a steady state of the rate of change of the current steering wheel torque, and
-when the current steering wheel torque exceeds at least one predetermined threshold value of steering wheel torque allocated to the current driving situation.
The invention is based on the knowledge that motor vehicles manufactured with chassis settings that have changed or with tyres that have been worn irregularly show traction or drift phenomena over time.
With the method according to the invention it is achieved that the current steering wheel torque during steady state of the traction-drift compensation (PDC) performed by the electric power steering system under detected driving conditions is checked to see if at least a predetermined threshold value is reached or exceeded. With a suitable choice of the at least one predetermined threshold value, the presence of already irregularly worn tires and/or unacceptably large variations in production-side chassis settings can be detected at an early stage by the method according to the invention. Advantageously, this detection can be achieved without using additional sensors. The driver of the motor vehicle can be aware of the detection at an early stage by means of the generated first signal and can take appropriate measures for checking and remedial action.
If the step of comparing the current steering wheel torque comprises comparing the current steering wheel torque with more than one predetermined threshold of steering wheel torque allocated to the driving situation, unacceptably large changes in the tyre and/or production side chassis settings that have been irregularly worn may be detected based on the known typical behavior of the steering wheel torque over time.
The terms "first," "second," and the like as used herein are for distinguishing purposes only. In particular, their use is not meant to imply an order or priority to the objects associated with the terms.
The term "plurality" in the sense of the present invention is to be understood as meaning in particular a number of at least two.
Preferably, the steps of the method may be repeated. Particularly preferably, the steps of the method may be repeated periodically. However, the execution of the steps of the method may also be initiated by event control, for example after a predetermined mileage of the motor vehicle has been reached.
In a preferred embodiment, the method has at least the following additional steps to be performed when reaching a steady state of the current steering wheel torque rate of change:
-calculating a long-term rate of change of steering wheel torque from a current steering wheel torque for a current driving situation and a steering wheel torque determined at an earlier time when a steady state of the rate of change of the current steering wheel torque is reached at an earlier time during the same driving situation,
-comparing the calculated long-term rate of change of the steering wheel torque with at least one predetermined threshold value of the long-term rate of change of the steering wheel torque allocated to the driving situation, and
-generating a second signal indicative of an early detection of a confirmation if the calculated long-term rate of change of steering wheel torque exceeds at least one predetermined threshold value of the long-term rate of change of steering wheel torque allocated to the driving condition.
By these embodiments of the method, it is also possible to detect irregular tire wear and/or unintentional changes in chassis settings of the motor vehicle at an early stage, which changes will develop over a longer period of time. The time period considered may be between 2 and 50 days, preferably between 5 and 30 days, and more preferably between 10 and 30 days. The driver of the motor vehicle can be made aware of the long-term development of tire wear and/or chassis setting changes at an early stage by means of the generated second signal, in particular before irregular wear of the tires has occurred.
If the step of comparing the calculated long-term rate of change of the steering wheel torque comprises comparing the calculated long-term rate of change of the steering wheel torque with more than one predetermined threshold value for the long-term rate of change of the steering wheel torque allocated to the driving situation, then irregular tire wear and/or unintentional changes in the chassis setting of the motor vehicle may be detected based on known typical behavior of changes in the long-term rate of change of the steering wheel torque over time.
Preferably, the method has the additional step of generating a third signal representative of the early detection of the acknowledgement if the conditions for generating the first signal and the conditions for generating the second signal are met. In this way, the driver of the motor vehicle can be made aware at an early stage of irregular wear of the tires and/or changes in the production-side chassis arrangement, wherein the effects that have occurred can be distinguished from the effects of long-term development.
In a preferred embodiment of the method, the step of receiving at least the current data set or the step of receiving data comprises the current data set or data being at least partially received by a power steering system of the motor vehicle. In this way, it is possible to avoid repeating the signal path within the motor vehicle for the signal provided by the sensors or measuring devices of the motor vehicle to the power steering system. Furthermore, as a result, the received current data set and/or the data relating to the current steering wheel torque contain data which are at least partially preprocessed in the power steering system of the motor vehicle, whereby advantageously a faster execution of the method can be achieved.
Preferably, the step of receiving data relating to the current steering wheel torque comprises a preceding or subsequent step of averaging or integrating a plurality of steering wheel torques measured over a predetermined period of time. The step of averaging or integrating introduced does not allow a particularly stable early detection of irregular wear of the tyres and/or unintentional changes in the chassis setting of the motor vehicle.
If the step of averaging or integrating precedes the step of receiving data, it may preferably be performed by the electric power steering system (e.g. by its control unit). If the step of averaging or integrating follows the step of receiving data, it can preferably be performed by an electronic control and evaluation unit of the system dedicated to early detection of irregular wear of the tyres and/or of unintentional changes in the chassis setting of the motor vehicle.
In the case of integrating for a predetermined time, the current steering wheel torque may be formed as a time integral of a plurality of steering wheel torques measured within a predetermined time period and have a measurement unit [ nm.s ]. The rate of change of the current steering wheel torque will then correspond to an average of a plurality of steering wheel torques measured over a predetermined period of time according to the integrated average theorem and have a unit of measurement [ Nm ].
In the case of averaging the predetermined time, the current steering wheel torque may be formed as an arithmetic average of a plurality of steering wheel torques measured at discrete times over a predetermined period of time, and have a measurement unit [ Nm ]. The rate of change of the current steering wheel torque will then correspond to the difference between the steering wheel torque measured at successive, discrete times over a predetermined time period associated with the time interval, and having the unit of measurement [ Nm/s ].
In a preferred embodiment of the method, the step of assigning the current data set to a current driving condition from a plurality of predetermined driving conditions comprises assigning to a driving condition from a set of driving conditions. The set of driving conditions includes straight-driving, light left turn, light right turn, medium left turn, medium right turn, sharp left turn, and sharp right turn. Each driving situation is assigned a predetermined interval with respect to the current steering wheel angle, the current speed of the motor vehicle and the current yaw angle of the motor vehicle.
In this way, the current data set can be assigned in a clear manner to one of the different driving situations, and an early detection of irregular wear of the tires and/or unintentional changes in the chassis setting of the motor vehicle can be carried out in a plurality of different driving situations (in particular in driving situations other than straight driving), wherein the effect on which the intended early detection is carried out according to the invention can be displayed more clearly in driving situations other than straight driving.
In another aspect of the invention, a system for early detection of irregular wear of tires and/or unintentional changes in chassis settings of a motor vehicle equipped with an electric power steering system is presented.
The system has a digital data interface that can be connected to a corresponding digital data interface of the motor vehicle. Preferably, the respective digital data interface of the motor vehicle may be formed by a digital data interface of an electric power steering system. Furthermore, the system comprises an electronic control and evaluation unit provided for carrying out the steps of a possible embodiment of the method according to the invention.
The term "provided for this purpose" is to be understood in the sense of the present invention to mean in particular specially programmed, configured or arranged. The advantages described in connection with the method according to the invention can be transferred entirely to the proposed system.
Preferably, the Electric Power Steering system is formed of a Power Steering system having an Electric Power Steering (EPS) or an "Electric Assisted Steering" (EPAS). In such a power steering system, it is possible to actuate the electric motor in a suitable manner to support the steering movement, so that there is already an electronically formed control variable for actuating the electric motor and further electronic processing of the sensor signals is provided, whereby the method is carried out in a particularly simple manner.
In an advantageous embodiment of the system, the electronic control and evaluation unit has a processor unit, a digital data storage unit and at least one control output at least for causing the generation of the first, second and third signals.
It will be appreciated that data access by the processor unit to the digital data storage unit is provided.
Preferably, the processor unit, the digital data storage unit and the at least one control output may be part of a microcontroller. The digital data interface of the aforementioned system may also be part of the microcontroller.
Microcontrollers equipped in this way are now commercially available in various forms at economical prices. In this way, an automatic operation of the system for early detection of irregular wear of the tyres and/or unintentional changes in the chassis settings of a motor vehicle may be achieved.
Preferably, the digital data storage unit has at least one semi-permanent or permanent data store arranged to store at least the values of the long term rate of change of steering wheel torque determined at an earlier time during the driving condition and the status of the conditions for generating the first, second and third signals is met. Thus, a particularly simple possibility with fast data access for performing embodiments of the method according to the invention may be provided.
The predetermined values disclosed in the present application may advantageously be stored in a digital data storage unit, so that fast data access may be achieved.
The invention is not only applicable to driver controlled vehicles, but of course also to autonomous vehicle operation.
Drawings
Further advantageous embodiments of the invention are disclosed in the dependent claims and in the following description of the drawings. In the figure:
FIG. 1 shows a block diagram of an electric power steering system for a motor vehicle having a system for performing a method for early detection of irregular wear of tires and/or unintentional changes in chassis settings of a motor vehicle according to the present invention;
FIG. 2 shows a block diagram of a system for performing a method of early detection according to the present invention; and
fig. 3 shows a flow chart of a method for early detection of irregular wear of tires and/or unintentional changes in chassis settings of a motor vehicle according to the invention.
Detailed Description
Identical components have always been provided with the same reference numerals in the different figures, which is why they are usually described only once.
Fig. 1 shows a block diagram of an electric power steering system 200 of a motor vehicle 214, the electric power steering system 200 having a possible embodiment of a system 100, the system 100 being used for performing a method for early detection of irregular wear of tires and/or unintentional changes in chassis arrangement of a motor vehicle according to the invention. The motor vehicle 214 has a steering wheel (not shown) that can be operated by the driver. The electric power steering system 200 may be formed by a power steering system with electro-mechanical actuator (EPAS).
The driver of the vehicle may apply a steering torque 208 to the steering wheel in a known manner to establish the desired direction of travel. The power steering system 200 receives data related to the applied steering torque 208, such as a measurement of torque in a steering column from a motor vehicle 214. The calculation unit 202 of the power steering system 200 calculates a support torque 210 for increasing the steering torque 208 based on the steering torque 208 applied by the driver. The support torque 210 is corrected by a correction torque 212, which is determined in consideration of the driving dynamics data 114. The driving dynamics data 114 is provided at a digital data interface 216 of the motor vehicle 214 and may include, for example, the speed, yaw rate, steering angle, and steering angular velocity of the motor vehicle 214. The supporting torque 210 and the correcting torque 212 are superimposed in the interface 204, an electrical signal being generated in the interface 204, which is fed to the supporting device 206 in the form of an electric motor for generating the corrected supporting torque 210'. With the power steering system 200 configured in this way, an automatic correction of the traction effect on the steering wheel ("traction-drift-compensation", PDC) can be provided in a known manner, so that the holding force of the driver of the motor vehicle 214 can be at least partially reduced or completely omitted.
A possible embodiment of a method for early detection of irregular wear of the tires and/or unintentional changes in the chassis arrangement of a motor vehicle 214 is described below using the block diagram shown in fig. 2 and the flow chart reproduced in fig. 3.
The system 100 for early detection of irregular tire wear and/or unintentional changes in the chassis arrangement of a motor vehicle 214 has a digital data interface 102 which corresponds to the digital data interface 216 (fig. 1) of the motor vehicle 214 and which, in the installed state, establishes a data connection with the digital data interface 216.
The system 100 for early detection has an electronic control and evaluation unit 104, which is provided for automatically carrying out the method. The electronic control and evaluation unit 104 has a digital data storage unit 108 with a permanent data memory 110 and a processor unit 106 accessible to the digital data storage unit 108. Furthermore, the control and evaluation unit 104 is equipped with a control output 112 having a plurality of channels, wherein control processes can be initiated on these, for example, by varying the voltage at each channel of the control output 112 and the appropriate electrical connection of the channel to downstream devices and apparatuses. The steps of the method to be performed may be in the form of software modules stored in the digital data storage unit 108, wherein instructions stored in the software modules may be executed by the processor unit 106.
In preparation for performing the method, it is assumed that all involved devices and components are in a state of ready availability.
In step 300 of the method, the system for early detection 100 receives a current data set through the digital data interface 102. The current data set includes a current steering wheel angle, a current speed, and a current yaw angle of the motor vehicle 214. The data of the data set is part of the data provided to the electric power steering system 200 at the digital data interface 216 of the motor vehicle 214 (fig. 1).
In a further step 302 of the method, a current data set is assigned to a current driving situation of a plurality of predetermined driving situations. The predetermined driving conditions form a set of driving conditions including straight-driving, light left-turning, light right-turning, medium left-turning, medium right-turning, sharp left-turning, and sharp right-turning. Each driving condition is assigned a predetermined interval with respect to the current steering wheel angle, the current speed of the motor vehicle 214, and the current yaw angle of the motor vehicle 214.
Further, in another step 304, the system for early detection 100 receives data related to the applied steering wheel torque via the digital data interface 102. The data relating to the steering wheel torque may be provided by the electric power steering system 200 indirectly at the digital data interface 216 or directly from the measurement of the torque in the steering column of the motor vehicle 214 by the motor vehicle's own sensors. In this step 304, a plurality of steering wheel torques are received in successive data (for example at a sampling frequency of 5 Hz) with respect to the steering wheel torque in a predetermined time interval and are numerically integrated over time by the electronic control and evaluation unit 104. In step 306 of the method, the integral value determined in this way is stored as the current steering wheel torque in the digital data storage unit 108.
In another step 308 of the method, a rate of change of the current steering wheel torque is calculated based on the current steering wheel torque and a steering wheel torque determined at an earlier time during a driving condition corresponding to the current driving condition. As a further step 310, the rate of change, which can be calculated according to the formula (current steering wheel torque-steering wheel torque at an earlier time)/time difference, is stored in the permanent data memory 110 of the digital data storage unit 108 of the control and evaluation unit 104. Since the current steering wheel torque is formed by time integration, the rate of change calculated according to a prescribed formula based on the average value of the integration calculation approximately corresponds to the average value of a plurality of data related to the steering wheel torque received within a predetermined time interval.
In the following step 312, the rate of change of the current steering wheel torque is compared with a predetermined threshold thr1 to detect whether the rate of change of the current steering wheel torque reaches a steady state.
If the rate of change of the current steering wheel torque is below the predetermined threshold thr1 for reaching a steady state of the rate of change of the current steering wheel torque, the value of the first logical variable PDC _ SS is set to a logical "1" or "true" and is stored in the persistent data storage 110 of the digital data storage unit 108. If the rate of change of the current steering wheel torque is not below the predetermined threshold thr1 for reaching a steady state of the rate of change of the current steering wheel torque, the first logical variable PDC _ SS has a logical value of "0" or "false", and the steps of the process are repeated.
If the rate of change of the current steering wheel torque is below the predetermined threshold thr1 for reaching steady state for the rate of change of the current steering wheel torque, then in another step 314, the current steering wheel torque is also compared to a predetermined threshold thr2 of steering wheel torque allocated to the driving condition. The threshold value thr2 depends on the respective driving situation and the tire size of the motor vehicle 214 and can be empirically determined beforehand. For example, for a tire size of 195/60R15 and a highly irregular worn tire tread, a rough calculation would result in a recovery torque for the tire on the order of 100 Nm.
If the current steering wheel torque stored in the digital data storage unit 108 exceeds the predetermined threshold thr2 of steering wheel torque allocated to the current driving situation, the value of the second logic variable FST _ TW _ IND is set to logic "1" or "true" and stored in the persistent data storage 110 of the digital data storage unit 108. If the current steering wheel torque stored in the digital data storage unit 108 does not exceed the predetermined threshold thr2 assigned to the steering wheel torque for the current driving situation, the second logical variable FST _ TW _ IND has a logical value of "0" or "false", and the steps of the method are repeated.
If the first logic variable PDC _ SS has the logic value "1" or "true" and the second logic variable FST _ TW _ IND has the logic value "1" or "true", a first signal representing an early detection of an acknowledgement is generated by the control output 112 of the control and evaluation unit 104 in a further step 316 of the method. The generated first signal may be forwarded, for example, to a driver information system (FIS)218 or infotainment system (fig. 1) of the motor vehicle 214 in order to draw the attention of the driver to early detect or discover the existing irregular wear of the tire that needs to be replaced.
In another step of the method 318, which is performed when the first logical variable PDC _ SS has a logical value of "1" or "true", a long-term rate of change of the steering wheel torque is calculated from the current steering wheel torque for the current driving condition and the current steering wheel torque at an earlier time when a steady state of a determined rate of change of the steering wheel torque is reached at an earlier time during the same driving condition. The value of the current steering wheel torque at an earlier time is retrieved from the persistent data store 110 of the digital data storage unit 108, where the earlier time was in a previous driving time of the motor vehicle 214, which occurred, for example, one or more days ago. In this particular embodiment, the period of time in which the value of the current steering wheel torque is considered at an earlier time may be 20 days. Further, in step 320 of the method, the calculated long-term rate of change of steering wheel torque is compared to a predetermined threshold thr3 assigned to the driving condition for the long-term rate of change of steering wheel torque. The threshold value thr3 depends on the respective driving situation and the tire size of the motor vehicle 214 and can be predetermined empirically, for example.
If the calculated long-term rate of change of the steering wheel torque exceeds the predetermined threshold thr3 assigned to the long-term rate of change of the steering wheel torque for the driving condition, the value of the third logical variable SEC _ TW _ IND is set to a logical "1" or "true" and stored in the persistent data storage 110 of the digital data storage unit 108. Furthermore, in a further step 322, a second signal representing an early detection of an acknowledgement is generated by the control output 112 of the control and evaluation unit 104. For example, the generated second signal may be forwarded to a driver information system (FIS)218 or infotainment system (fig. 1) of the motor vehicle 214 to alert the driver in the form of an early detection that long term irregular wear of the tires is occurring, which requires inspection of the tires and production side chassis settings.
If the calculated long-term rate of change of the steering wheel torque does not exceed the predetermined threshold thr3 assigned to the long-term rate of change of the steering wheel torque for the driving condition, the third logical variable SEC _ TW _ IND has a logical value of "0" or "false", and the steps of the method are repeated.
If the second logic variable FST TW IND has the logic value "1" or "true" and the third logic variable SEC TW IND has the logic value "1" or "true", a third signal representing an early detection of the acknowledgement is generated in an additional step 324 via the control output 112 of the control and evaluation unit 104. For example, the generated third signal may be forwarded to a driver information system (FIS)218 or infotainment system of the motor vehicle 214 in order to draw the driver's attention to early detection of irregular wear of the tires of the motor vehicle 214 and/or to inadvertent changes in the manufacturing chassis settings that require verification.
All the predetermined thresholds thr1, thr2, thr3, driving conditions, duration and time intervals mentioned in the present application with respect to the current steering wheel angle, the current speed of the motor vehicle 214 and the current yaw angle of the motor vehicle 214 can be stored in the permanent data memory 110 of the digital data storage unit 108 of the electronic control and evaluation unit 104. However, these values can also be stored permanently in other digital data storage units of the motor vehicle 214 and can be recalled if necessary by the electronic control and evaluation unit 104.
List of reference numerals
100 system for early detection
102 digital data interface
104 electronic control and evaluation unit
106 processor unit
108 digital data storage unit
110 permanent data store
112 control output
114 driving dynamics data
200 power steering system
202 computing unit
204 interface
206 support device
208 steering torque
210 backing up torque
212 correction torque
214 motor vehicle
216 digital data interface
218 driver information System (FIS)
300 receive a current data set
302 assign a current data set to a current driving condition
304 receive data relating to applied steering wheel torque
306 store the integrated current steering wheel torque
308 calculate the rate of change of the current steering wheel torque
310 store the calculated rate of change
312 compares the rate of change of the current steering wheel torque to a predetermined threshold
314 compares the current steering wheel torque to a predetermined threshold for driving conditions
316 generates a first signal
318 calculate the long-term rate of change of steering wheel torque
320 compares the long-term rate of change of steering wheel torque to a predetermined threshold of driving conditions
322 generate a second signal
324 generate a third signal
thr1 reaching steady state threshold for steering wheel torque rate of change
thr2 threshold value of steering wheel torque assigned to driving condition
thr3 threshold for long term rate of change of steering wheel torque assigned to driving conditions
PDC _ SS logical variable
FST _ TW _ IND logic variable
SEC _ TW _ IND logical variable
Claims (10)
1. A method for early detection of irregular wear of tires and/or unintentional changes in chassis settings of a motor vehicle (214) having an electric power steering system (200),
it is characterized in that the preparation method is characterized in that,
at least the following steps are provided:
-receiving a current data set (300) containing at least one current steering wheel angle, a current speed and a current yaw angle of the motor vehicle (214),
-assigning the current data set to a current driving condition (302) from a plurality of predetermined driving conditions,
-receiving data (304) relating to a current steering wheel torque,
-calculating a rate of change of the current steering wheel torque as a function of the current steering wheel torque and a steering wheel torque determined at an earlier time during a driving condition corresponding to the current driving condition (308),
-comparing (312) the rate of change of the current steering wheel torque with a predetermined threshold for reaching a steady state of the rate of change of the current steering wheel torque,
-comparing (314) the current steering wheel torque with at least one predetermined threshold value of the steering wheel torque allocated to the driving situation, and
-generating a first signal (316) representative of an early detection of an acknowledgement, in case:
-the rate of change of the current steering wheel torque is below the predetermined threshold for reaching a steady state of the rate of change of the current steering wheel torque, an
-the current steering wheel torque exceeds at least one predetermined threshold value of the steering wheel torque allocated to the current driving situation.
2. The method of claim 1, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
comprising the following additional steps to be performed at least when a steady state of the rate of change of the current steering wheel torque is reached:
-calculating a long-term rate of change of the steering wheel torque as a function of the current steering wheel torque of the current driving situation and a steering wheel torque determined at an earlier time when a steady state of the rate of change of the current steering wheel torque is reached at an earlier time during the same driving situation (318),
-comparing (320) the calculated long-term rate of change of the steering wheel torque with at least one predetermined threshold value of the long-term rate of change of the steering wheel torque allocated to the driving condition, and
-generating a second signal (322) indicative of an early detection of a confirmation if the calculated long-term rate of change of the steering wheel torque exceeds at least one predetermined threshold value of the long-term rate of change of the steering wheel torque allocated to the driving condition.
3. The method of claim 2, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
comprising the following additional step (324): generating a third signal indicative of early detection of an acknowledgement if the conditions for generating the first signal and the conditions for generating the second signal are met.
4. The method according to any one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the step of receiving (300) at least a current data set or the step of receiving (304) data comprises the current data set or data being at least partially received by the power steering system (200) of the motor vehicle (214).
5. The method according to any one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the step of receiving data relating to the current steering wheel torque (304) comprises a preceding step or a subsequent step of averaging or integrating a plurality of steering wheel torques measured over a predetermined period of time.
6. The method according to any one of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the step of assigning (302) the current data set to a current driving condition from a plurality of predetermined driving conditions comprises assigning to a driving condition from a group of driving conditions comprising straight-ahead driving, light left turning, light right turning, medium left turning, medium right turning, sharp left turning and sharp right turning, wherein each of the driving conditions is assigned a predetermined interval related to a current steering wheel angle, a current speed of the motor vehicle (214), and a current yaw angle of the motor vehicle (214).
7. A system (100) for early detection of irregular wear of tires and/or unintentional changes in chassis settings of a motor vehicle (214) having an electric power steering system (200),
it is characterized by comprising:
-a digital data interface (102), said digital data interface (102) being connectable to a corresponding digital data interface (216) of said motor vehicle (214), and
-an electronic control and evaluation unit (104), the electronic control and evaluation unit (104) being provided for carrying out the steps of the method according to any one of the preceding claims.
8. The system (100) of claim 7,
it is characterized in that the preparation method is characterized in that,
the electric power steering system (200) is constituted by a power steering system with an electromechanical driver.
9. The system (100) of claim 7 or 8,
it is characterized in that the preparation method is characterized in that,
the electronic control and evaluation unit (104) has a processor unit (106), a digital data storage unit (108) and at least one control output (112) at least for causing the generation of a first signal, a second signal and a third signal (316, 322, 324).
10. The system (100) according to any one of claims 7 to 9,
it is characterized in that the preparation method is characterized in that,
the digital data storage unit (108) comprises at least one semi-permanent or permanent data memory (110), the data memory (110) being provided for storing at least values of long-term rates of change of the steering wheel torque determined at an earlier time during driving conditions, and states (PDC _ SS, FST _ TW _ IND, SEC _ TW _ IND) satisfying conditions for generating the first, second and third signals.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102020212526.0 | 2020-10-05 | ||
| DE102020212526.0A DE102020212526A1 (en) | 2020-10-05 | 2020-10-05 | Method for the early detection of irregular tire wear and/or unintentional changes in chassis settings of a motor vehicle |
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| Publication Number | Publication Date |
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| CN114379288A true CN114379288A (en) | 2022-04-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111141027.9A Pending CN114379288A (en) | 2020-10-05 | 2021-09-28 | Method for early detection of irregular wear of motor vehicle tyres and/or unintentional changes in chassis settings |
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| CN (1) | CN114379288A (en) |
| DE (1) | DE102020212526A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102022206105A1 (en) | 2022-06-17 | 2023-12-28 | Volkswagen Aktiengesellschaft | Method for detecting an asymmetry of a chassis geometry of a motor vehicle and method for operating a motor vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19824914C2 (en) | 1998-06-04 | 2000-06-15 | Daimler Chrysler Ag | Power steering |
| US6965820B2 (en) | 2001-09-18 | 2005-11-15 | Delphi Technologies, Inc. | Robust steering-pull torque compensation |
| DE102006022663B4 (en) | 2006-05-16 | 2009-04-02 | Ford Global Technologies, LLC, Dearborn | Method for improving the straight-line stability of a vehicle and associated steering system |
| US7725227B2 (en) | 2006-12-15 | 2010-05-25 | Gm Global Technology Operations, Inc. | Method, system, and apparatus for providing enhanced steering pull compensation |
| DE102009028181B4 (en) | 2009-08-03 | 2016-01-28 | Ford Global Technologies, Llc | Pull-drift compensation using AFS |
| DE102013220947B4 (en) | 2013-10-16 | 2017-09-21 | Ford Global Technologies, Llc | Method and steering system for supporting the straight-line stability of a vehicle |
| GB2539272A (en) | 2015-06-12 | 2016-12-14 | Jaguar Land Rover Ltd | Control system, vehicle and method |
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2020
- 2020-10-05 DE DE102020212526.0A patent/DE102020212526A1/en active Pending
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