DE102018200251A1 - Method, device and computer program for controlling an actuator of a vehicle - Google Patents

Abstract

A method for controlling at least one actuator of a vehicle is described, wherein the actuator is designed to change a wheel position of one or more wheels of the vehicle and / or an engagement on a steering wheel of the vehicle. The method includes adjusting a first parameter with respect to the wheel position of the one or more wheels of the vehicle. In addition, the method comprises setting a second parameter with respect to an intervention on the steering wheel of the vehicle, wherein the second parameter is set at least partially independently of the first parameter depending on at least one predetermined condition.

Description

The invention relates to a method, apparatus and a corresponding computer program for controlling an actuator of a vehicle, in particular a road motor vehicle.

A vehicle typically has a steering handle or steering device, in particular a steering wheel, with which a direction of movement of the vehicle can be changed. In particular, a user of a vehicle via the steering handle can change an orientation of one or more wheels of the vehicle to change the direction of movement of the vehicle.

Furthermore, a vehicle may comprise one or more driver assistance systems with which a driver of the vehicle can be assisted in the driving task, in particular in the transverse guidance of the vehicle. For example, a lane change can be made automatically by a driver assistance system in an automatic manner. For this purpose, the alignment of one or more wheels of the vehicle is automatically effected by one or more actuators of the vehicle (e.g., by a power steering system of the vehicle, for example). In this case, the steering handle of the vehicle typically moves along with it analogously or in accordance with the movement of the one or more wheels of the vehicle.

An automatically executed steering movement of the steering handle of a vehicle as part of the operation of a driver assistance system, which causes an at least partially autonomous lateral guidance of the vehicle, can lead to uncertainty of a driver of the vehicle. Also, holding a steering wheel by the driver's hands may be e.g. after a prolonged passivity of the driver to be no longer sufficient to counteract a possible, possibly relatively strong action by the automated (quasi: "automatic") turning the steering wheel, for example, when a driver desired or unwanted intervention is made by the driver assistance system ,

The present document deals with the technical problem of increasing the comfort of the (at least partially autonomous) control of a steering system of a vehicle.

The object is solved by the independent claims. Advantageous embodiments are described i.a. in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form an independent invention independent of the combination of all features of the independent claim, the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the specification, which may form an independent invention of the features of the independent claims.

According to one aspect, a method is described for controlling at least one actuator of a vehicle, wherein the actuator is configured to change a wheel position of one or more wheels of the vehicle and / or a position of a steering wheel of the vehicle. The actuator may be part of a steering system of the vehicle. In this case, the method comprises setting a first parameter with respect to the wheel position of the one or more wheels of the vehicle. Furthermore, the method comprises setting a second parameter with respect to an intervention on the steering wheel of the vehicle. In this case, the second parameter, depending on at least one predetermined condition, in particular when the at least one predetermined condition is present, is set at least partially independently of the first parameter.

For example, adjusting, in particular changing, a first parameter with respect to the wheel position of the one or more wheels of the vehicle and adjusting, in particular changing, a second parameter with respect to an engagement with the steering wheel of the vehicle may be effected. In this case, the second parameter, depending on at least one predetermined condition, at least partially (in a predetermined amount, in particular to a degree that depends on the predetermined condition) depends and / or (in a predetermined amount, in particular to a degree depends on the predetermined condition) independently of the first parameter.

Preferably, a change of the second parameter, depending on at least one predetermined condition and / or in the presence of the at least one predetermined condition, at least partially be performed independently of the change of the first parameter.

The vehicle may include at least one driver assistance system configured to control the steering system independently of the driver of the vehicle. For example, by the driver assistance system in at least teilautonomer or semi-automated manner, a steering of a or more wheels of the vehicle, in particular only temporarily and in a respectively predetermined dimensions, be effected. The steering of the one or more wheels of the vehicle typically causes a corresponding movement of the steering wheel of the vehicle (also without causing a steering torque to the steering wheel by the driver of the vehicle).

The "wheel of the vehicle" is to be understood as meaning, in particular, a steering wheel or wheel actively involved in the steering or transverse guidance of the vehicle. Regularly, the wheel of the vehicle means the front wheels of the vehicle. Alternatively or additionally, one or more rear wheels of the vehicle may be meant.

The method may include adjusting (e.g., adjusting) a first parameter with respect to an intervention on the wheel of the vehicle. The engagement on the wheel may include or be acting on the wheel position and / or transmitted to the wheel position force. Said engagement with the wheel may be a so-called wheel-position engagement, wherein the wheel-position engagement has an influence on the transverse guidance of the vehicle. The engagement on the wheel or the wheel position can thus be effected in such a way that the intervention causes a change in the wheel position and / or a change in the direction guided by the wheel to the chassis of the vehicle in the transverse direction. Preferably, the engagement may be a steering wheel position engagement with the front wheels and / or rear wheels of the vehicle. Furthermore, the intervention can compensate for a certain transversely directed, determined or predicted force on the chassis of the vehicle.

In addition, the method includes adjusting (e.g., adjusting) a second parameter with respect to engagement with the steering wheel of the vehicle. The engagement on the steering wheel can include or be a force acting on the position of the steering wheel, in particular a corresponding (rotational) moment. This is typically not equivalent to the said, acting on the steering wheels of the vehicle, lateral force. The engagement on the wheel position may be at least partially independent of said lateral force and / or may be related to said lateral force via one or more particular process controllable functions. In other words, the engagement on the steering wheel may be an engagement on the steering wheel position or include such, wherein the engagement on the steering wheel position an influence on the position (eg the angle) of the steering wheel and / or on by the steering wheel eg to a hand of the driver transmitting or transferable power, in particular steering torque may have. The engagement on the steering wheel can thus take place in such a way that the intervention causes a change in the steering wheel position and / or a (rotational) torque acting on the steering wheel. The said steering wheel position can be set at least partially independently of the (rotational) moment acting on the steering wheel and / or at least partially independent of the upper transferable force or (rotational) torque transmitted by the steering wheel to the driver's hand can.

The method includes adjusting a first parameter with respect to a wheel position, particularly with respect to an engagement with the wheel position, on the one or more wheels of the vehicle. In addition, the method includes adjusting a second parameter related to a steering wheel engagement with the steering wheel of the vehicle. In this case, the second parameter can be set at least partially independently of the first parameter as a function of at least one predefined condition, in particular when the predefined condition is present. If the said predetermined condition is no longer present or a second (other) predetermined condition exists, the second parameter may in turn be adjusted at least partially, in particular substantially, depending on the first parameter.

In particular, the transition between an at least partially (to a considerable extent) dependent setting of the first parameter and the second parameter on the one hand, and an at least partially (to a considerable extent) independent setting of the first parameter and the second parameter on the other hand, depending on at least a predetermined condition caused or canceled.

The at least one actuator can belong to the steering system of the vehicle or be directly connected to the steering system of the vehicle. The at least one actuator can be an electrically or electronically driven and / or controlled actuator. The device described in this document preferably comprises at least two actuators that are at least partially independent and / or at least partially dependent on one another.

• • eine relativ starke Veränderung der LenkRad-Stellung (z.B. als ein Winkelwert, angegeben in Grad) mit einem relativ schwachen bzw. kleinen an eine Hand des Fahrers übertragbaren Lenkmoment (z.B. als ein Drehmoment in N/m) kombiniert wird; und/oder
• • eine relativ geringe Veränderung der LenkRad-Stellung (z.B. als ein Winkelwert, angegeben in Grad) mit einem relativ starken an eine Hand des Fahrers übertragbaren Lenkmoment (z.B. als ein Drehmoment in N/m) kombiniert wird.

In this case, the intervention can be carried out, for example, such that optionally:

• A relatively large change in the steering wheel position (eg as an angle value, expressed in degrees) is combined with a relatively weak or small steering torque transmittable to a driver's hand (eg as a torque in N / m); and or
• A relatively small change in the steering wheel position (eg as an angle value, expressed in degrees) is combined with a relatively strong steering torque that can be transmitted to a driver's hand (eg as a torque in N / m).

In this case, the second parameter can be set at least partially independently of the first parameter. In other words, the first parameter and the second parameter can be set (in particular adapted) independently of one another at least partially and / or at least within certain limits. The first parameter may e.g. a position of the wheel, an angle of the wheel relative to a reference axis of the vehicle and / or a moment caused on the wheel include and / or influence. Likewise, the second parameter may include and / or influence a position of the steering wheel, an angle of the steering wheel relative to the reference axis of the vehicle, and / or a torque applied to the steering wheel.

It should be noted that the second parameter and the first parameter can be set independently only within certain limits. For example, the second parameter and the first parameter may typically be set independently only within a maximum angular range or up to a maximum angular difference or within a substantially multiplicative and / or additive ratio of the respective steering wheel angle and / or the wheel steering angle. As a result, an overall higher safety of the steering system, in particular for a case of a necessary emergency intervention, can be achieved. Also, the driver may (to a desired extent) exercise some control over the lateral guidance of the vehicle.

Thus, at least partial decoupling (to a desired degree) between wheel-position engagement with a wheel of the vehicle and (steering wheel position) engagement with a steering wheel of the vehicle is enabled.

The setting of a first parameter and / or a second parameter can be carried out as determining and determining at least one corresponding parameter value for at least one relevant time interval and / or for at least one relevant roadway section. Alternatively or additionally, an adjustment of a first parameter and / or a second parameter may take place according to a value determined at least for a respective time interval and / or road segment. For example, a particular time interval, e.g. also determined as an absolute or relative time value time interval (eg a few seconds in advance) as a respective time interval and / or a specific lane section as an absolute or relative distance value (eg a few meters, ten meters of the hundred meters in advance) determined in the process ,

The adaptation means in particular the adaptation of one or more predetermined, otherwise valid or anticipatory parameter values of the at least one first parameter and / or of the at least one second parameter. For example, an additive, multiplicative, logarithmic factor can be used with which a parameter value of the at least one first parameter and / or the at least one second parameter is adapted. Preferably, setting or adapting the at least one first parameter and / or the at least one second parameter relates to at least one specific, at least partially predefined, time interval (for example of a few seconds) and / or at least one specific, at least partially preceding, roadway section ( for example, from 10 to 100 meters).

The device, in particular the steering system of the vehicle, may be designed such that a (possibly mechanical) coupling between the wheel (eg the steering position of the wheel) and the steering wheel (eg the steering position of the steering wheel) is actively controllable certain range of motion or tolerance range, or a tolerance allowed in the desired extent, in particular an angular tolerance has. In other words, a coupling of the wheel and the steering wheel within a range of movement (angular range) can allow a certain, relative change of the wheel position and the steering wheel to one another. The said coupling may be an at least partially mechanical, mechanical and / or mechatronic coupling. Said movement range or tolerance range can be used in the method to allow and / or (actively) control the (desired) differences described in this document between the first parameter and the second parameter. The said angular tolerance may be provided at one or more different locations within the steering system. For example, this may be provided within the steering wheel, within the axle, at a coupling point, and / or in the region of the actuator. For example, said range of motion may be configured as at least partial (e.g., mechanical) decoupling, which is activated depending on said degree of automation of the vehicle.

It can allow the said range of motion or tolerance range, the wheel in a particular area and / or in a certain degree at least partially independent, disproportionately, and / or disproportionately. to move from the steering wheel (and / or vice versa). For example, the range of motion (eg, an angular difference or angular tolerance range) may allow at least partially independent steering movement of the wheel (adjusting the steering angle) and the steering wheel in a steering angle range of 1 ° -3 ° or 1 ° -6 °. The angular range of the said movement range and / or the function of the degree of (mechanical) coupling can be variable, in particular controllable, depending on the claimed angle of the movement range.

The statement (possibly mechanical) coupling can only be provided as an option. For example, the (possibly mechanical) coupling may be provided only or predominantly for the predominantly manual driver. In predominantly automated driving, the said wheel position intervention and / or the steering wheel position intervention can or can be set at least predominantly, in particular at least partially independently of one another, with controllable (mechatronic) actuators.

A degree of the (possibly mechanical coupling) within said movement range or tolerance range can be determined and / or adjusted as a function of at least one state parameter. In other words, within the range of motion, the mechanical coupling between wheel and steering wheel may be more or less strongly selected, in particular according to a predetermined mathematical dependency. Alternatively or additionally, the mechanical coupling can have a specific transfer function within the movement range or tolerance range. The transfer function may depend on the state parameter. The state parameter may e.g. include: a degree of automation with which the vehicle is guided; Information regarding a contact between a driver's hand and the steering wheel; and / or information relating to a lane traveled by the vehicle. Thus, the comfort for a driver of the vehicle can be further increased.

The steering system of the vehicle and / or the actuator may be configured such that the coupling of the one or more wheels and the steering wheel has a second angular tolerance range, which allows the position of the one or more wheels in a certain angular range and / or in a determined dimension and / or up to a parameter of acting on the one or more wheels lateral force to move at least partially independently of the steering wheel, wherein the second angular tolerance range is different from the angular tolerance range.

The angle tolerance range and / or the second angle tolerance range can be set, in particular controlled, as a function of the at least one predefined condition and / or as a function of at least one state parameter.

The (if any) mechanical coupling between the steering wheel and the position of one or more front wheels of the vehicle and / or one or more rear wheels of the vehicle may be at least partially dependent on the at least one predetermined condition and / or depending on at least one state parameter , in particular for at least one time interval, be repealed.

The first parameter and the second parameter may be adjusted (in particular adjusted) such that substantially no or a disproportionate change in the position of the wheel of the vehicle takes place in a time interval at which the steering wheel perceives a steering torque perception perceivable by a driver of the vehicle.

In other words, in the context of the method on the steering wheel, a steering torque intervention perceivable for the driver of the vehicle can be carried out. At the same time, a corresponding engagement executed approximately in the same time interval (or approximately in the same roadway section) can not be imaged on the wheel position of the vehicle or correspond to it only to a minor extent and / or only to a disproportionate extent.

Also, in the context of the method, an intervention on the wheel position of the wheel of the vehicle (which is decisive for the change in the lateral guidance of the vehicle) may be carried out, with a corresponding steering wheel running approximately in the same time interval (or approximately in the same roadway section). Positional intervention none, only insignificant and / or only disproportionately on the steering wheel position and / or on the by the steering wheel, eg on the driver's hand, transmissible torque, can be mapped or correspond to such.

Furthermore, in a time interval, depending on at least one information related to a property of a roadway with which the wheel of the vehicle is in contact, and / or depending on information relating to an influence of the roadway on the wheel, the first parameter be adapted to effect an intervention on the transverse guidance of the vehicle. On the other hand, the second parameter can be set such that there is no substantial perceivable force on the steering wheel and / or movement is present. Thus, the comfort for a user of the vehicle (especially when driving on uneven terrain) can be increased.

The said at least one information relating to a property of a roadway may relate, in particular at least partially, to a preceding section of said roadway. The at least one information relating to a property of a roadway may e.g. represent an actual and / or expected effect on the wheel of the vehicle with respect to a change in the wheel pitch angle and / or with respect to the transverse direction of the wheel. For example, ruts and / or tram rails or other artifacts, roadway anomalies or other phenomena within a roadway section can be detected or predicated and taken into account as said information.

In a time interval (or for a lane section), the first parameter and / or the second parameter can be set such that, in particular only on the steering wheel, a force and / or movement is effected which exceeds a second measure, if on the wheel an action takes place, which goes beyond a first level. Thus, the comfort for a user of the vehicle (especially when driving on uneven terrain) can be increased.

Due to the at least partially independent adjustment of the first and second parameters, a cumulative angular difference between the position of the wheel of the vehicle and the position of the steering wheel may occur (after a large number of interventions). The first parameter and / or the second parameter may be adjusted, in particular during a calibration phase of the steering system, such that a cumulative angular difference between the position of the wheel of the vehicle and the position of the steering wheel is reduced. So it can be ensured that even after a long period of operation to a desired extent independent interference with the wheel or the steering wheel can be effected.

The first parameter and / or the second parameter can be set such that in a time interval an impact of the roadway on the wheel of the vehicle in the transverse direction is transmitted non-proportionally (in particular less than proportionally) to the steering wheel. In this case, a (in particular a specific constant or regulated) non-proportional, in particular non-linear, transfer function can be selected between an action of the road in a transverse direction on the wheel and a torque transmitted to the steering wheel. Thus, the comfort for a user of the vehicle (especially when driving on uneven terrain) can be increased. Also, for the driver (possibly surprising) influence on the steering wheel can be avoided.

The first parameter and / or the second parameter and / or an angular tolerance range can be set in a time interval depending on a degree of perceptibility. Here, the degree of perceptibility may indicate an extent with which an intervention on the steering wheel is perceived by the hand of a driver of the vehicle (expectedly expected). For example, engagement with the steering wheel may be enhanced at a relatively low degree of perceptibility (and / or vice versa). Thus, the comfort for a user of the vehicle can be increased.

The first parameter and / or the second parameter may be set to the vehicle in a time interval depending on information regarding a lateral force caused by the road. Thus, e.g. a steering torque is applied to the wheel to counteract the lateral force caused by the roadway. On the other hand, if necessary, no corresponding steering torque (in a desired, non-critical, comfortable dimensions) on the steering wheel be perceived. Thus, the comfort for a user of the vehicle (especially when driving on uneven terrain) can be increased.

The method may e.g. effecting a steering intervention on the wheel of the vehicle in a time interval (e.g., in the context of a driver assistance system). The first parameter and / or the second parameter can then be set to the vehicle or to the at least one steering wheel in the time interval depending on the information relating to the lateral force caused by the roadway. In particular, a proportionality factor between the first parameter and the second parameter can be adapted to the vehicle or to the at least one steering wheel depending on the information relating to the lateral force caused by the roadway. Thus, the comfort for a user of the vehicle (especially when driving on uneven terrain) can be increased.

The information regarding the lateral force caused by the roadway may include or be deduced from a measure of roadway unevenness and / or roadway inclination and / or roadway artifacts. The road surface unevenness and / or the road inclination and / or the road surface artifact may have an effect on the one or more wheels of the vehicle ( 100 ) in the transverse direction. In this case, the degree of road bump and / or the road inclination and / or the roadway artifact, depending on information about the condition of the roadway from a navigation map; and / or depending on sensor data of a vehicle sensor, in particular an image camera, a motion sensor, an acceleration sensor and / or a force sensor on a servo unit of the steering system. Thus, effects of the roadway on the wheel of the vehicle can be reliably detected.

In particular, said information may comprise at least one measure of said lateral force which will act on the vehicle or on a wheel of the vehicle when driving on or against certain road bumps, road inclinations and / or road artifacts.

The said lateral force caused by the roadway is typically not explicitly equated with a typical vertical or dynamic action. Rather, the said determined by the road surface transverse force determines a physical influence on the wheel position.

An information representing the lateral force caused on the roadway, for example, with a digital map and / or other information, for example, representing a speed dependence, be linked.

The first parameter and / or the second parameter may be adjusted differently, depending on whether an intervention in the direction of the transverse force caused to the vehicle or opposite to the direction of the transverse force caused to the vehicle is to be effected. Thus, the comfort for a user of the vehicle can be increased.

The first parameter and the second parameter relating to a steering torque acting on the steering wheel and the wheel, respectively, may be e.g. have a proportional relationship to each other in a certain time interval. On the other hand, the first parameter and the second parameter may be different and / or non-proportional in the particular time interval with respect to an amplitude of a steering movement of the steering wheel. Thus, e.g. Also relatively small steering interventions on a wheel by amplifying the amplitude of the steering movement of the steering wheel for a driver of the vehicle can be felt.

On the other hand, the first parameter and the second parameter may be different and / or non-proportional in a certain time interval with respect to a steering torque acting on the steering wheel or on the wheel. Furthermore, the first parameter and the second parameter may have a proportional relationship with each other in the determined time interval with respect to an amplitude of a steering movement of the steering wheel or the wheel. Thus, e.g. relatively strong (in particular relatively strong) effects of the road to the wheel steering on the steering wheel are displayed only to a lesser extent, to increase the comfort of the driver.

The first parameter and the second parameter may, in particular depending on at least one predetermined condition, with respect to a transmitted to the steering wheel and / or the driver's hand or transmissible torque on the one hand and a wheel actuating torque on the other hand, a substantially proportional, in particular a first predetermined Proportion corresponding, have relationship to each other. Furthermore, in this case (in the same time interval) the first parameter and the second parameter with respect to an amplitude of the steering wheel angle, in particular the change of the steering wheel position, on the one hand and the amplitude of the wheel position, in particular the change of the Radstellwinkels, on the other hand for at least a time interval a non-proportional, in particular a deviating eg have a relation to each other corresponding to a dynamically controllable function.

The first parameter and the second parameter may, in particular depending on at least one predetermined condition, with respect to an amplitude of the steering wheel angle, in particular the change of the steering wheel position, on the one hand and the amplitude of the wheel position, in particular the change of the Radstellwinkels, on the other hand have substantially proportional (corresponding to a first predetermined proportion) ratio. Furthermore, in the same time interval, the first parameter and the second parameter may have a non-proportional, in particular a deviating, torque and a wheel actuating torque transmitted or transferable to the steering wheel and / or the driver's hand for at least one time interval eg have a relation to each other corresponding to a dynamically controllable function.

In particular, a distinction can be made between a torque (which can be transmitted to the steering wheel with the actuator) and / or the torque actually transmitted to the driver's hand.

The at least one predetermined condition may include: a condition regarding a current degree of automation predicted or planned for at least one preceding lane section, with which the vehicle is guided; and / or a condition relating to a measure of haptic contact between a person Hand of a driver and the steering wheel, which is a current and / or predicted for a time interval predicted measure of the haptic contact; and / or a condition relating to information relating to a lane traveled by the vehicle, in particular in relation to a lane section currently being traveled and / or to be traveled in the near future (of a few seconds).

Alternatively or additionally, the at least one predetermined condition may be dependent on information related to a property of a roadway with which the one or more wheels of the vehicle will be in contact or will be in a preceding time interval; and / or information relating to a current and / or predicted time interval predicted impact of the road on the one or more wheels of the vehicle in the transverse direction.

According to a further aspect, a device, in particular a control unit, for controlling at least one actuator of a vehicle is described. The actuator is configured to change a wheel position of one or more wheels of the vehicle and / or a position of a steering wheel of the vehicle. The apparatus is configured to set a first parameter relating to a wheel engagement with the one or more wheels of the vehicle. In addition, the device is configured to set a second parameter relating to a steering wheel engagement with the steering wheel of the vehicle. In this case, the second parameter is set at least partially independently of the first parameter as a function of at least one predetermined condition.

Said device may be a part of the steering system of the vehicle or be installed with such. Furthermore, the device is designed to read in control signals from an electrical system of the vehicle and to send a signal characterizing the first parameter and / or the second parameter or a difference between the first parameter and the second parameter to the electrical system of the vehicle.

According to a further aspect, a vehicle (in particular a road motor vehicle, for example a passenger car, a lorry or a motorbike) is described which comprises the device or control unit described in this document. Said vehicle is designed in particular for carrying out the method described in this document.

According to a further aspect, a computer program, in particular a computer program product, is described. If necessary, the computer program can be loaded directly into the internal memory of a device. Furthermore, the computer program may comprise software code sections with which the steps of the method according to one of the described method claims or according to further features of the method are executed when the computer product is running on the device. The computer program product can be embodied as an update of a previous computer program or of an operating system which, for example as part of a functional extension, comprises the relevant parts of the computer program or the corresponding program code which can be executed on at least one said device.

The term "automated driving" in the context of this document can be understood as driving with automatic longitudinal or transverse guidance or autonomous driving with automated longitudinal and transverse guidance. The automated driving may be, for example, a time-consuming driving on the highway or a time-limited driving in the context of parking or maneuvering. The term "automated driving" includes automated driving with any degree of automation, in particular a certain degree of automation.

Exemplary levels of automation are assisted, semi-automated, highly automated or fully automated driving. These degrees of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication "Forschung kompakt", issue 11/2012). In assisted driving, the driver performs the longitudinal or transverse guidance permanently, while the system assumes the other function within certain limits. In Partial Automated Driving (TAF), the system performs longitudinal and lateral guidance for a period of time and / or in specific situations, with the driver having to permanently monitor the system as in assisted driving. In highly automated driving (HAF), the system takes over the longitudinal and transverse guidance for a certain period of time, without the driver having to permanently monitor the system; However, the driver must be able to take over the vehicle guidance in a certain time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; no driver is required for this application. The above four degrees of automation are in accordance with SAE levels 1 to 4 of the SAE J3016 (SAE - Society of Automotive Engineering) standard. For example, Highly Automated Driving (HAF) Level 3 complies with the SAE J3016 standard. Furthermore, the SAE level 5 is still provided in the SAE J3016 as the highest level of automation, which in the definition of BASt is not included. SAE level 5 is driverless driving, which allows the system to automatically handle all situations like a human driver throughout the journey; a driver is generally no longer required.

In this case, a distinction can be made in the method between at least two levels and / or categories of the degree of automation, and the difference of the levels and / or categories can be taken into account in particular by changing the parameters of at least one wheel position engagement and / or at least one steering wheel position engagement ,

Furthermore, the degree of automation applicable with respect to certain lane sections, specific time intervals and / or specific maneuvers of the vehicle can be read, predicted and taken into account.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

• 1 beispielhafte Komponenten eines Fahrzeugs;
• 2 ein Ablaufdiagramm eines beispielhaften Verfahrens zur Steuerung des Lenksystems eines Fahrzeugs; und
• 3 ein beispielhaftes Lenksystem eines Fahrzeugs.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. Show

• 1 exemplary components of a vehicle;
• 2 a flowchart of an exemplary method for controlling the steering system of a vehicle; and
• 3 an exemplary steering system of a vehicle.

As set forth above, the present document is concerned with increasing the comfort and / or safety of a driver assistance system that effects at least partially autonomous lateral guidance of the vehicle. In this context shows 1 the control unit 101 of a vehicle 100 , The control unit 101 is set up, one or more Radaktuatoren 103 of the vehicle 100 to control the alignment of one or more wheels of the vehicle 100 to change. The one or more wheel actuators 103 can be controlled, for example, to the vehicle 100 along a determined trajectory (eg when changing lanes).

Furthermore, the control unit 101 set up one or more tax actuators 102 of the vehicle 100 to control the orientation of a steering handle (in particular a steering wheel) of the vehicle 100 to change. Typically, the orientation of the steering handle of the vehicle 100 analog (eg proportional) to the orientation of the one or more wheels of the vehicle 100 changed.

The one of a vehicle 100 Road may have characteristics such as a slope, ruts, etc., which cause the steering of the vehicle 100 not only by the orientation of the one or more wheels, but also depends on the road. For example, the property of a road may lead to a particularly high steering torque and / or a particularly high steering amplitude or steering movement of the one or more wheels is required to the vehicle 100 along a desired trajectory. A correspondingly high steering torque and / or a correspondingly high steering amplitude or steering movement of the steering handle can cause uncertainty for the user of the vehicle 100 to lead.

It can therefore be a guide of a vehicle 100 take place in the interventions in the wheel position or in the Radwinkelveränderung done that are different and possibly not proportional to each other, to intervene in the steering wheel. The steering torque and / or the required amplitude of the steering intervention to be transmitted to the wheels, which are to act on the driver via a steering wheel, may to some extent (eg, within certain limits) be independent of each other and possibly for certain driver assistance systems be optimized.

For example, this is a special type of adaptive steering for a driver assistance system. For example, it may involve interference with the steering, for example for a steering and guidance assistant, in which, depending on the determined driving situation, depending on objects in the vicinity of the vehicle, etc., an intervention in the wheel position of the vehicle 100 he follows. A corresponding steering torque in the direction of the steering wheel can be performed differently and not proportional to the engagement in the wheel position. In other words, different intervention parameters "down" (to a wheel of the vehicle 100 ) and "up" (to the steering wheel of the vehicle 100 ), which are not proportional to each other in terms of their force and / or amplitude. The term "amplitude" may in particular refer to the amplitude of the angle of the wheel position or to the amplitude of the (corresponding) angle on the steering wheel of the vehicle 100 Respectively.

• • zwischen dem zweiten Parameter „nach oben“ und dem ersten Parameter „nach unten“ ein proportionales Verhältnis des Lenkmoments, aber ein unterschiedliches bzw. nichtproportionales Verhältnis der jeweiligen Winkelamplituden angesteuert werden. Dies ist z.B. sinnvoll, wenn eine erforderliche Amplitude der Rad-Stellung relativ gering ist, diese aber gegenüber dem Fahrer haptisch spürbar übermittelt werden soll.
• • zwischen dem zweiten Parameter „nach oben“ und dem ersten Parameter „nach unten“ ein proportionales Verhältnis der Winkelamplituden, aber ein unterschiedliches bzw. nichtproportionales Verhältnis der jeweiligen Lenkmomente angesteuert werden. Dies ist z.B. sinnvoll, wenn eine relativ starke Einwirkung von einer z.B. geneigten bzw. gewölbten Fahrbahn zu erwarten ist, ohne allerdings, dass in Richtung Fahrer zu große Amplituden oder Kräfte bewirkt werden sollen.

For example, depending on one or more other convenient criteria:

• • between the second parameter "up" and the first parameter "down" a proportional ratio of the steering torque, but a different or non-proportional ratio of the respective angular amplitudes are controlled. This is useful, for example, if a required amplitude of the wheel position is relatively low, but this is to be transmitted to the driver feel tactile.
• • between the second parameter "up" and the first parameter "down" a proportional ratio of the angular amplitudes, but a different or non-proportional ratio of the respective steering torques are controlled. This makes sense, for example, if a relatively strong action is to be expected from, for example, an inclined or arched roadway, but without the intention of causing too great amplitudes or forces in the direction of the driver.

The steering torque and / or the required amplitude of the steering engagement, which should optimally be transmitted to the wheels and, on the other hand, should optimally act on the driver via the steering wheel, can to a certain extent (within certain limits) be independent of the method described in this document from each other, eg for certain driver assistance systems.

• • abhängig von dem zumindest einen Zustandsparameter sein; und/oder
• • abhängig von zumindest einem Umgebungsparameter des Fahrzeugs 100 sein; und/oder
• • abhängig von einer bestimmten Art der Eingriffe des Fahrerassistenzsystems sind, z.B. einem Sicherheitseingriff, einem vorausschauenden Eingriff, einem Komfort-Eingriff, einem Eingriff innerhalb zumindest teilweise unterschiedlicher Geschwindigkeitsbereiche, einem Eingriff im Rahmen unterschiedlicher, zumindest teilweise automatisierter Manöver des Fahrzeugs 100, etc.

In this case, the said independence and / or non-proportionality or the limits within which there is a difference or a non-proportionality between the first parameter and the second parameter may preferably have one or more of the following properties:

• • be dependent on the at least one state parameter; and or
• Depending on at least one environmental parameter of the vehicle 100 be; and or
• • are dependent on a certain type of intervention by the driver assistance system, eg a safety intervention, a predictive intervention, a comfort intervention, an intervention within at least partially different speed ranges, an intervention in the context of different, at least partially automated maneuvers of the vehicle 100 , Etc.

• • Ein zwischen dem ersten Parameter und dem zweiten Parameter proportionales Verhältnis des Lenkmoments, aber ein unterschiedliches angepasstes, nicht-proportionales Verhältnis der jeweiligen Amplituden einer Lenkbewegung angesteuert werden. Dies ist z.B. sinnvoll, wenn die Amplitude der Rad-Stellung relativ gering ist, wenn diese aber für den Fahrer haptisch klar spürbar übermittelt werden soll; und/oder
• • Ein zwischen dem ersten Parameter und dem zweiten Parameter proportionales Verhältnis der Amplituden der Lenkbewegungen, aber ein unterschiedliches angepasstes, nicht-proportionales Verhältnis der jeweiligen Lenkmomente angesteuert werden. Dies ist z.B. sinnvoll, wenn eine relativ starke Einwirkung auf das Rad seitens einer, z.B. geneigten bzw. gewölbten, Fahrbahn zu erwarten ist.

For example, depending on one or more other criteria, it may be possible:

• • A ratio of the steering torque proportional between the first parameter and the second parameter, but a different adjusted, non-proportional ratio of the respective amplitudes of a steering movement are controlled. This makes sense, for example, if the amplitude of the wheel position is relatively low, but if this is to be conveyed clearly perceptible to the driver haptic; and or
• • A proportional between the first parameter and the second parameter ratio of the amplitudes of the steering movements, but a different adjusted, non-proportional ratio of the respective steering torques are controlled. This is useful, for example, if a relatively strong effect on the wheel is to be expected from a, for example inclined or arched, roadway.

In the described method, this may also be dependent on one or more further factors, for example, depending on a current and / or expected action of the (rough, inclined, corrugated, etc.) roadway. The term "amplitude" refers in particular to the amplitude of the angle of the wheel position or to the amplitude of the (corresponding) angle on the steering wheel of the vehicle 100 ,

These parameters or their relationships to one another may possibly also depend on criteria which are advantageous for user functions and / or on the expected influence of the (rough, inclined, corrugated, etc.) roadway and / or depending on the sensory haptic contact of the steering handle Hand of a driver of the vehicle 100 respectively. For example, an automatically compensatable angular tolerance between the steering wheel and the wheel position can be provided for the implementation, which is controlled to a controlled extent.

There is thus a method of performing an intervention in the guidance of a vehicle 100 described in which at least one parameter of an intervention in a chassis of the vehicle 100 is varied depending on one or more predetermined criteria (eg in the context of a driver assistance system). A first parameter representing a force transmitted to the wheel position and / or the wheel steering, and a second parameter representing an engagement transmitted to the steering wheel of the vehicle may be adjusted differently from each other.

In particular, a first and a second parameter may have a different, in particular a not directly correlated, time course. For example, depending on one or more predetermined conditions, a non-proportional change of the first parameter and the second parameter take place.

2 shows a flowchart of an exemplary method 200 to control a steering system 102 . 103 of a vehicle 100 , where the steering system 102 . 103 is formed, a position of a wheel of the vehicle 100 and a position of a steering wheel of the vehicle 100 to change. The procedure 200 includes adjusting 201 (in particular adjusting) a first parameter with respect to an intervention on the wheel of the vehicle 100 , In addition, the process includes 200 the setting 202 (in particular the adaptation) of a second parameter with respect to an engagement on the steering wheel of the vehicle 100 , In this case, the second parameter can be set at least partially independently of the first parameter (and / or vice versa). In other words, the first parameter and the second parameter can be set at least partially independently of each other.

The first parameter and the second parameter may be from different actuators 102 . 103 be controlled or influenced. Alternatively, a difference between the first parameter and the second parameter may be controlled by an actuator.

For example, when acting from the roadway, in particular to be expected, lateral force on the vehicle 100 is relatively high, and a measure of the haptic contact of the driver with the steering wheel is relatively low, the first parameter of the steering torque intervention, which is decisive for the wheel position, in relation to the second parameter of the steering wheel engagement, which is decisive for the generated on the steering wheel Steering torque is, at least disproportionately changed.

The different adaptation of the first parameter and the second parameter may (among other things) depending on desired settings of the vehicle 100 , in particular depending on suspension settings such as "Eco", "Normal", "Comfort", "Agile", "Sport", etc., done.

The steering may be on the front axle steering and / or rear axle steering of a vehicle 100 Respectively. A steering wheel may thus be a front wheel and / or a rear wheel.

It may be part of the procedure 200 an at least occasionally by the driver on the steering wheel subjectively perceived steering torque intervention are performed (eg by setting the second parameter), the intervention is not or only insignificantly to the wheel position of the vehicle 100 is displayed (eg by setting the first parameter). Preferably, the subjectively perceived steering torque engagement is substantially independent of the roadway on the wheels of the vehicle 100 acting force to be executed.

A subjectively perceived steering torque may be generated by a movement of one of the steering line of the vehicle 100 at least partially decoupled part of the steering wheel, for example, at least a part of the outer gripping surface of the steering wheel, are generated. In this case, a part of the steering wheel by means of an actuator 102 in relation to the steering line of the vehicle 100 to be turned around. In this case, the movement of an actuator 102 be executed, different from the actuator 103 to change the wheel position of the vehicle 100 different.

Depending on information representing a force transmitted from the roadway, in particular from a roadway artifact, to the wheel position and / or to the wheel steering, an intervention in the transverse guidance of the vehicle can take place 100 be performed (eg by setting the first parameter), with no significant change in the detectable on the steering wheel force and / or amplitude (eg by setting the second parameter). For this purpose, a transmitted to the steering wheel force and / or amplitude, for example by driving an actuator 102 , at least partially compensated, adjusted and / or limited. This can preferably take place only or predominantly only if it is determined that an interference effect, for example, driving over a terrain artifact, is imminent or occurs.

Particularly preferably, such a compensating variant of the intervention takes place when it is determined that a further action takes place or is predicted. This may be a disturbance, in particular a disturbance variable effect to be compensated. Such an effect can, for example, coming from the road, on at least one wheel of the vehicle 100 transmitted force, in particular lateral force be. This force can be measured and / or predicted for a specific time interval. In this case, a compensation of an effect of a rough terrain, such as a rut, done (eg by setting the first parameter), without that this is haptically communicated to the driver of the vehicle via the steering wheel (eg by setting the second parameter).

• • der ermittelten Art der Einwirkung (von der Fahrbahn auf zumindest ein Rad);
• • einem Amplitudenverlauf der Einwirkung (z.B. eine kurze, starke versus eine lange, schwache Einwirkung);
• • einem aktuellen Fahrkontext; und/oder
• • den odometrischen Daten des Fahrzeugs 100 (z.B. Geschwindigkeit, aktueller Lenkwinkel, Beschleunigung, etc.).

A first predetermined amount exceeding an action on the one or more wheels of the vehicle 100 may be in the form of a force and / or amplitude of the steering torque to the steering wheel of the vehicle, which undershoot a second predetermined measure 100 is transmitted (eg by setting the second parameter). Especially In this case, a distinction can preferably be made between different types of actions. For example, the first predetermined measure and / or the second predetermined measure may be dependent on,

• The type of action determined (from the road to at least one wheel);
• • an amplitude course of the action (eg a short, strong versus a long, weak action);
• • a current driving context; and or
• • the odometrical data of the vehicle 100 (eg speed, current steering angle, acceleration, etc.).

A (possibly mechanical) coupling of the steering wheel to the steering line of the vehicle 100 may have a certain, in particular small, range of motion or (angular) tolerance range, here for example a mechanical tolerance or, more simply said, a "mechanical clearance" desired in this case. In this case, the tolerance can be, for example, a torsion tolerance of greater than approximately 1.5 ° and / or less than 3-6 °. In this case, the said range of motion or tolerance range is not as (usually undesirable) "steering wheel game", ie about an area in which the steering wheel "loosely" sanded. The range of motion is provided in this example, to enable the desired (to achieve the desired functionality) differences between the first parameter and the second parameter in a controlled, in particular controlled, dimensions.

• • einem aktuellen oder für die nahe Zukunft prädizierten Automatisierungsgrad, mit dem das Fahrzeug 100 gefahren wird; und/oder
• • einem Maß des haptischen Kontakts zwischen dem Lenkrad und zumindest einer Hand eines Fahrers des Fahrzeugs 100; und/oder
• • dem ermittelten Fahrbahnprofil; und/oder
• • von zumindest einem Geländeartefakt, wie einer Spurrinne, einem Schlagloch, einem unebenen Fahrbahnrand, etc.

A degree of coupling between the steering wheel and the wheel pitch angle may optionally be varied at least within the mechanical tolerance according to a predetermined criterion. The degree of coupling can be varied (eg set, adjusted and / or steered in steps or essentially steplessly), depending on:

• • a current or predicted degree of automation with which the vehicle 100 is driven; and or
• A measure of haptic contact between the steering wheel and at least one hand of a driver of the vehicle 100 ; and or
• • the determined roadway profile; and or
• • at least one terrain artifact, such as a rut, a pothole, an uneven roadway, etc.

Over time, multiple interventions may be made in opposite directions such that the cumulative angular differences between the steering wheel angle and the wheel rake angle (statistically) at least partially compensate.

The, in particular within several interventions, cumulative angle difference between the steering wheel and the wheel position of the vehicle 100 can be at least partially compensated within a calibration process and / or in a significantly slowed down form. This can be done by means of a control circuit provided for this purpose.

In this case, the angular difference, depending on the within a driving phase of the vehicle 100 accumulated (accumulated in total) amplitude difference, when stopping the vehicle or at the next start of the vehicle 100 be compensated if this does not exceed a predetermined tolerance.

Alternatively or additionally, the angular difference may be at least partially within the driving phase, e.g. over a long time, for example in the range of several minutes distributed, and thus not noticeable or not disturbing, are compensated, especially when the angular difference exceeds a predetermined tolerance value.

Furthermore, the amplitude difference can be compensated for in one or more time intervals in which there is no or only a small amount of haptic contact between the driver's hand and the steering wheel. In particular, an amplitude difference can be compensated if the driver does not hold the steering wheel or does not grasp it with his hand. So disturbances of the driver can be excluded or avoided.

A force transmitted to at least one steering wheel by an influence of the roadway and / or the angle change of steering wheels on the force and / or the amplitude of the rotation of the steering wheel can be transmitted non-proportionally, in particular according to a non-linear mathematical function. The said non-linear mathematical function may also be derived from one or more predetermined quantities relating to the vehicle and / or the surroundings of the vehicle, e.g. depend on a state parameter, environment parameters, etc. For example, it may also be a speed-dependent and / or time-dependent mathematical function. Preferably, a different course of the angular change of the wheel position and the angular change of the steering angle on the steering wheel can be limited by the provided tolerance. Furthermore, the function representing the transmitted force by means of control, in particular by means of control, the degree of coupling can be done.

• • Fahrkontext, insbesondere die Verkehrssituation;
• • Fahrzeuggeschwindigkeit;
• • aktueller oder prädizierter Automatisierungsgrad;
• • Plausibilität eines mit Mitteln des Fahrzeugs 100 zumindest teilweise automatisierten Eingriffs;
• • Maß des haptischen Kontakts zwischen der Hand des Fahrers und dem Lenkrad; und/oder
• • Fahrerzustand.

It can thus be a desired transfer function between a wheel of a vehicle 100 and a steering wheel of the vehicle 100 be modeled. The transfer function may be varied depending on one or more predetermined conditions:

• • driving context, in particular the traffic situation;
• • vehicle speed;
• • current or predicted degree of automation;
• • plausibility of one with means of the vehicle 100 at least partially automated intervention;
• • Measure of the haptic contact between the driver's hand and the steering wheel; and or
• • Driver state.

It can be determined or predicted, in particular a degree of perception of the steering torque intervention exceeding a predetermined extent, on at least one hand of the driver. The at least one first parameter may then represent a force transmitted to the wheel position and / or the wheel steering and / or the at least one second parameter representing an engagement with the steering wheel of the vehicle 100 , are determined and / or adjusted depending on the ascertained degree of perceptibility of the driver, in particular for a specific time interval. This is particularly advantageous for off-road driving.

The degree of perceptibility and / or the adaptation of the steering wheel signaling can be determined with respect to a particular hand of the driver on the steering wheel, in particular different for two hands of the driver. The measure of perceptibility may be a predicted measure of perceptibility, especially a pre-determined measure of perceptibility at a particular time interval appropriate to the output of the haptic steering wheel signaling. Alternatively or additionally, the degree of perceptibility of the driver for a steering wheel vibration for different frequencies can be determined and taken into account. For example, then a frequency of the steering wheel signaling can be adjusted.

The at least one first parameter and / or the at least one second parameter can be varied depending on information indicating a lateral force coming from the roadway, in particular acting on the at least one said wheel, in a time interval of a steering intervention, wherein in particular a proportionality factor between the first parameter and the second parameter can be varied.

In particular, said intervention may be an informing and / or assisting steering intervention or a steering intervention in semi-automated and / or highly automated driving. A steering torque may also be a so-called directed steering wheel vibration in which a generated steering torque and / or a resistance in a first steering direction is set differently than in a second steering direction. In this case, the first and / or the second direction can convey information about a recommended or not recommended steering direction to the driver.

The lateral force coming from the road can be a force that is transmitted from the roadway to the wheels of the vehicle and / or to the steering line of the vehicle. In this case, the lateral force coming from the roadway may represent a static and / or dynamic influence of the roadway on the vehicle (at the time interval of a steering angle intervention).

A static influence can e.g. due to a lateral inclination of the vehicle and / or due to the force acting on a track inside the vehicle. For example, a dynamic influence can be caused by driving over, e.g. an at least lateral driving over, a road bumps arise. The varying, in particular the adaptation, can be provided as switching between a plurality of different intensity levels. Preferably, the variation is according to a time curve, i. The parameters of the haptic steering wheel signaling can be adjusted as far as possible continuously (to the expected vibrations in the vehicle). Furthermore, in the context of the method, one or more parameters of an intervention can be varied.

• • einem Maß der Kontaktfläche, insbesondere zwischen der Hand (Handfläche) des Fahrers und dem Lenkrad des Fahrzeugs; und/oder
• • einem Druck, insbesondere als die gesamte Andruckkraft und/oder Druckverteilung und/oder als der Druck pro Kontaktfläche und/oder als Druck pro Bereiche der Handfläche, die (zu einem relevanten Zeitintervall) einen haptischen Kontakt mit dem Lenkrad haben oder voraussichtlich haben werden; und/oder
• • der Anspannung und/oder Position eines oder mehrerer Finger des Fahrers.

Preferably, several and primarily principally different dimensions of the haptic contact are determined and taken into account for the said measure of the haptic contact, thus, for example, whether the steering wheel is held and / or grasped with one hand or with both hands. However, the respective manifestation of the haptic contact can also consist of the haptic contact at which points of the steering wheel and, in particular, also be dependent on the force or strength of the haptic contact. For example, the degree of haptic contact may be dependent on

• A measure of the contact surface, in particular between the hand (palm) of the driver and the steering wheel of the vehicle; and or
• • a pressure, in particular as the total pressure force and / or pressure distribution and / or as the pressure per contact surface and / or as pressure per areas of the palm, the (at a relevant time interval) a haptic Have contact with the steering wheel or are likely to have; and or
• • The tension and / or position of one or more fingers of the driver.

In this case, preferably those areas of the steering wheel are taken into account which should (or should probably have) a haptic contact with the driver (at the relevant time interval).

For example, the pressure distribution or a pressure distribution pattern on the steering wheel as a preferred measure of the haptic contact, which is understood as the steering wheel in particular that portion of a general control means (for the lateral guidance of the vehicle by the driver), which the driver to control regularly grabs. Thus, in the case of a steering wheel, this is actually only the rim of the steering wheel, i. Strictly speaking, in the case of a steering wheel whose rim is the steering handle or a control element for lateral guidance. Furthermore, the term "steering wheel" in the context of this document as a further, not necessarily round, control element or steering handle to be understood, at least to control the transverse guide of the vehicle is used. The vehicle can also be a vehicle that is almost completely automated (depending on predefined conditions), with the steering wheel or the corresponding operating element then at least temporarily being able to be decoupled from the steering line and / or mechanically fixed.

The degree of haptic contact can be done by means of a preferably suitably equipped sensor or steering wheel sensor. A steering wheel sensor may be a sensor mounted in a part of the steering wheel, for example a suitably developed "hands-on sensor" or a "hands-off sensor". On a device according to the invention, said haptic contact characteristic may be a degree and / or a pattern of pressure or electrical capacitance or inductance of said haptic contact between at least one driver's hand and steering wheel (or at least part of the steering wheel) , In this case, the extent may be limited locally, so for example. Only over certain areas of the steering wheel of importance and are therefore determined only there, and / or said pattern may be a surface pattern. The exemplary last-mentioned patterns may, for example, be a surface pattern and / or a temporal pattern, for example with regard to the applied pressure which is present on the steering wheel by one hand and / or two hands of the driver. Such patterns or print patterns can be determined, for example, with a capacitive or piezoelectric sensor in the steering handle, so for example. With the help of a suitable development of a known hands-on sensor. It may be capable of detecting at least two-dimensional patterns and in particular of recognizing or classifying them.

It can also be a recognition of (single) fingers. Preferably, the position or position of the fingers to the parts of the steering wheel can be determined and taken into account. More preferably, the change (e.g., a change in the amount of said haptic contact) may also be detected and taken into account.

The detection of the two-dimensional pattern can take place by means of a sensor mat installed in the steering wheel rim. In this case, the device can also be designed to execute an at least two-dimensional pattern recognition method, which can be used, for example, for the image processing methods known per se. In this case, the at least two-dimensional pattern recognition method can be applied to a part of the surface of the steering wheel rim, such that the surface is imaged onto a two-dimensional surface. Preferably, said measure of haptic contact is configured by means of a three-dimensional pattern recognition method, wherein at least one dimension represents a time course. As a result, e.g. 4-16 different haptic contact dimensions, e.g. be distinguished according to the pattern recognized in the method.

A measure of the haptic contact between the driver of the vehicle and the steering wheel may thus include a time and / or area pattern of capacitively sensed measurements generated by one hand and / or two hands of the driver on the steering handle of the vehicle. Of course, alternatively or additionally, an application of an inductive sensing principle is possible. Additionally or alternatively, a provided in the interior of the vehicle camera system (image acquisition system) can be used to measure the haptic contact between the driver's hands and the steering wheel (or at least a portion of the control element for vehicle lateral guidance), for example. By means of an optical object detection capture. Such a procedural feature is detecting the severity or extent of haptic contact between the driver and the steering wheel (or the like) and possibly a suitable response thereto.

The amount of haptic contact can thus be described or represented by a measure of a capacitive and / or inductive value between the control and the driver (one or two palms of the driver). So can the amount of capacitive contact and / or inductive contact is detected, for example, by means of a capacitive sensor integrated in a steering wheel of the vehicle and / or a steering wheel heating wire. Alternatively or additionally, the (physical) pressure or the pressure distribution of the hand (or palms) of the driver can be detected on the (manual) control element for the transverse guidance of the vehicle. In fact, detection of the haptic contact may then be dependent on one or more pressure values and / or capacitance values or a change in pressure values and / or capacitance values caused on the steering wheel of the vehicle by one or two hands of the driver. The haptic contact is preferably represented by one or more specific dimensions. It can be distinguished between a light (almost powerless) touch of the steering wheel (steering wheel) with one hand or two hands and a gripping the steering wheel with one or two hands of the driver and a strong power coupling between the one or two hands of the driver and the steering wheel. The latter can be represented by a narrow and / or flat request or a frictional force.

It can be beneficial if the driver of a vehicle 100 a steering torque intervention on the steering wheel, adjusted by the static and / or dynamic influences of the roadway in the transverse direction (eg by setting the second parameter). Also, in the described method, a steering torque occurring in relation to the degree of haptic contact, in each case expedient, occurring on the steering wheel can be set or adjusted. In particular, at higher levels of automation results in an advantage, for example, because a weak steering torque intervention is not covered by a static and / or dynamic influence of the road. It can also be avoided that the driver is surprised, for example after a prolonged passivity phase, by a powerful action on the part of a (weakly held steering wheel).

The transverse force coming from the roadway can be determined as a function of a measure of the road bumps, in particular of the roadway inclination in the surroundings of the vehicle, in particular in a roadway section on the prospective vehicle trajectory. Particularly preferably, the amount of unevenness can relate to a road section, which is traveled in a time interval in which the at least one steering torque control is also output or is to be output. Particularly preferably, the local road bumps can be taken into account, with which one or more wheels of the vehicle 100 come into contact or come into contact.

• • Information über die Fahrbahnbeschaffenheit aus einer Navigationskarte; und/oder
• • Information von zumindest einem Fahrzeugsensor, insbesondere von einem Frontkamerasystem des Fahrzeugs 100; und/oder
• • Information von zumindest einem vertikaldynamischen Sensor (senkrechte Einwirkungen, Neigung, Wanken); und/oder
• • Information von zumindest einem Inertialsensor (d.h. von einem auf einer Wirkung der Beschleunigung basierenden Sensor) des Fahrzeugs 100; und/oder
• • Krafteinflüssen auf das Servolenkungssystem des Fahrzeugs 100.

At least one measure of road bumps can be determined, depending on:

• • information about the road condition from a navigation map; and or
• • Information from at least one vehicle sensor, in particular from a front camera system of the vehicle 100 ; and or
• • Information from at least one vertical dynamic sensor (vertical actions, inclination, wavering); and or
• Information of at least one inertial sensor (ie of a sensor based on an effect of the acceleration) of the vehicle 100 ; and or
• • Force on the power steering system of the vehicle 100 ,

Particular preference is given to a combined approach, in which a lateral force coming from the roadway, in particular sensory, is determined and taken into account in the information of an encompassing sensor via a change in the measurement that represents the roadway irregularities along the planned vehicle trajectory.

A parameter of the steering torque engagement in a direction substantially opposite to the mechanical influence of a lateral force from the roadway on the steering line of the vehicle, and at least one parameter of the steering torque engagement, substantially in the direction of the mechanical influence of the lateral force on the roadway the steering line of the vehicle is to be adjusted differently.

Particularly preferably, a steering torque engagement can be generated asymmetrically to the direction, for example by generating a "hold" with respect to the particular direction substantially more than a "movement" in the opposite direction. Thus, at a lane slope in a certain direction, e.g. to the right, a steering torque engagement can be generated which encounters a much greater resistance in one-directional deviation than in another (opposite) direction.

3 shows an exemplary steering system 300 of a vehicle 100 , This in 3 illustrated steering system 300 includes a steering wheel 310 as an example of a steering means of the vehicle 100 , As in 3 illustrated, the steering wheel 310 with a certain steering wheel angle 311 to be moved. In other words, by changing the steering wheel angle 311 can be the position of a steering wheel 310 to be changed. On the other hand, on the steering wheel 310 a certain steering wheel torque 312 be effected. In this case, the steering wheel torque 312 regardless of a change in the steering wheel angle 311 be. For example, with a high steering wheel torque 312 (ie, with a relatively high force) a relatively small change in the steering wheel angle 311 be effected. Alternatively, with a relatively small steering wheel torque 312 (ie, with a relatively small force) a relatively large change in the steering wheel angle 311 be effected.

On the other hand, the steering system includes 300 one or more wheels 320 where a wheel angle 321 Can be changed to the lateral guidance of a vehicle 100 to influence. Furthermore, a specific steering torque 322 on the one or more wheels 320 be effected. Here are the steering torque 322 and the change of the wheel angle 321 if necessary, independently of each other. For example, with a high steering torque 322 (ie, with a relatively high force) a relatively small change in the wheel angle 321 be effected. Alternatively, with a relatively small steering torque 322 (ie with a relatively low force) a relatively large change in the wheel angle 321 be effected.

As stated in this document, in particular the steering wheel angle 311 and / or the steering wheel torque 312 on the one hand and the wheel angle 321 and / or the steering torque 322 On the other hand, at least to a limited extent, independently determined, changed and / or discontinued. This can be done by one or more actuators 301 take place, for example, between the steering wheel 310 on the one hand and the one or more wheels 320 on the other hand are arranged. For example, a first actor 301 the steering wheel 310 move and a second actor 301 can be the wheel position of one or more wheels 320 change.

The first parameter may determine or indicate a steering wheel torque transmitted or transferable to the steering wheel to the driver's hand. Furthermore, the second parameter may determine or indicate a wheel actuator torque transmitted or transmissible to the one or more wheels. In addition, the first parameter can determine or indicate an amplitude of a steering angle, in particular a change in a position of the steering wheel. In addition, the second parameter can determine or indicate an amplitude of the wheel angular position, in particular a change in a position of the adjusting angle of the wheel.

The first parameter with regard to the steering wheel torque and the second parameter with respect to the wheel actuating torque may have a relation which is essentially proportional to one another, in particular corresponding to a first predetermined proportion. Furthermore, the first parameter with respect to the steering angle and the second parameter with respect to the wheel angle for at least one time interval and / or for at least one lane section have a non-proportional, in particular a different and / or a dynamically controllable function corresponding ratio.

On the other hand, the first parameter with respect to the steering wheel torque and the second parameter with respect to the wheel actuating torque for at least one time interval and / or for at least one lane section have a non-proportional, in particular a different and / or a dynamically controllable function corresponding ratio. Furthermore, the first parameter with regard to the steering angle and the second parameter with respect to the wheel angle may have a relation which is substantially proportional to one another, in particular corresponding to a first predefined proportion.

By the measures described in this document can be achieved that the steering of a vehicle 100 has an intelligent, reasonable and possibly "human" behavior. Furthermore, the comfort in off-road driving can be increased. In particular, the off-road capability of a vehicle 100 at least as regards the perception by a user. In a partially automated driving, the vehicle 100 consider the nature of a real roadway. Disturbances of a driver assistance system or system for partially automated driving through a "mitlenkende roadway" can be at least partially avoided. In particular, a vehicle can 100 be clearly distinguished between a desired "participation" or "influence" of a driver and an influence of the roadway.

The measures described in this document also make TAF (Partial Automated Driving) and HAF (Highly Automated Driving) available on an off-road route. A driver is at the wheel of a vehicle 100 only a steering torque shown, which includes useful information for the driver. In particular, fluctuations due to road bumps can be filtered out. Disturbing twitches and / or interventions in which a driver should not react can be filtered out. For example, the driver can distinguish between a strong (urgent) steering wheel engagement and a gentle (only informing) steering wheel engagement. A steering torque intervention is thus typically less disturbing and may not have to be overcome with an underutilized force.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

Claims (17)

Method (200) for controlling at least one actuator (301) of a vehicle (100), wherein the actuator (301) is formed, a wheel position of one or more wheels (320) of the vehicle (100) and / or an engagement on to change a steering wheel (310) of the vehicle (100); the method comprising (200) - adjusting (201) a first parameter with respect to the wheel position of the one or more wheels (320) of the vehicle (100); and - adjusting (202) a second parameter with respect to engagement with the steering wheel (310) of the vehicle (100); wherein the second parameter is set at least partially independent of the first parameter depending on at least one predetermined condition. Method (200) according to Claim 1 in which - the first parameter and the second parameter relating to a torque (312) transmitted to or transmissible to the steering wheel (310) and / or to a driver's hand and a corresponding wheel actuating torque (322) correspond to a first predetermined function, in particular proportion , have corresponding relationship to each other; and - the first parameter and the second parameter with respect to an amplitude of a steering wheel angle (311) and an amplitude of the wheel position for at least one time interval, a non-proportional, in particular a different (eg a dynamically controllable function corresponding) relationship to each other. Method (200) according to one of the preceding claims, wherein - The first parameter and the second parameter with respect to an amplitude of a steering wheel angle (311) and a corresponding amplitude of the wheel position have a first predetermined function, in particular proportion corresponding ratio; and the first parameter and the second parameter with respect to a torque (312) and a wheel adjusting torque (322) transmitted or transferable to the steering wheel (310) to a driver's hand for at least one time interval are non-proportional, in particular deviant and / or or have a ratio corresponding to a dynamically controllable function. Method (200) according to one of the preceding claims, wherein the at least one predetermined condition, a condition relating to a current degree of automation predicted or planned for at least one preceding lane section, with which the vehicle (100) is guided, comprises; and or a condition relating to a measure of the haptic contact between a driver's hand and the steering wheel (310), which is an actual and / or predicted time interval predicted measure of the haptic contact; and or a condition relating to information relating to a lane traveled by the vehicle (100), in particular with respect to a specific lane section. Method (200) according to one of the preceding claims, wherein the at least one predetermined condition - is dependent on information regarding a property of a lane with which the one or more wheels (320) of the vehicle (100) are in contact or will be in a preceding time interval; and or - is dependent on information relating to a current and / or in a preceding time interval and / or lane section predicted exposure of the roadway on the one or more wheels (320) of the vehicle (100) in the transverse direction. Method (200) according to one of the preceding claims, wherein in a time interval and / or lane section, the first parameter and / or the second parameter are set such that, in particular only on the steering wheel (310), a steering wheel torque (312 ) and / or a haptic action that exceeds a second level when the wheel (320) is subject to an impact exceeding a first level. The method of claim 1, wherein the actuator is configured such that a coupling of the wheel position of one or more wheels and the steering wheel has an angle tolerance range that allows the wheel to be locked Position of the one or more wheels (320) in a certain angular range and / or to a certain extent and / or up to a parameter of the lateral force acting on the one or more wheels (320), at least partially independent of the steering wheel (310) to change. Method (200) according to Claim 7 wherein - a degree of coupling within the angular tolerance range is adjusted or adjusted in dependence on at least one state parameter; and - the state parameter comprises in particular: a degree of automation with which the vehicle (100) is guided; Information regarding one Contact between a driver's hand and the steering wheel (310); and / or information related to a road traveled by the vehicle (100). Method (200) according to one of Claims 7 to 8th in which - the first parameter and / or the second parameter and / or the angular tolerance range are set as a function of a degree of perceptibility; and - the degree of perceptibility indicates an extent by which an intervention on the steering wheel (310), in particular a torque (312) transmitted from the steering wheel (310) to a driver's hand (100), is controlled by a driver's hand ( 100) is perceived. Method (200) according to one of the Claims 7 to 9 in which - the first parameter and / or the second parameter and / or the angular tolerance range in a time interval and / or lane section are set to the vehicle (100) depending on information relating to a lateral force caused by a lane; and the information relating to the lateral force caused by the roadway is a measure of a road surface unevenness and / or roadway inclination and / or roadway artifact determined and / or predicted, in particular, for a given time interval, which influences the one or more wheels (320). of the vehicle (100) in the transverse direction. Method (200) according to Claim 10 determining the degree of roadway unevenness and / or the roadway inclination and / or the roadway artifact, depending on: - information about the condition of the roadway from a navigation map; and / or sensor data of a vehicle sensor, in particular an image camera, a motion sensor, an acceleration sensor and / or a force sensor on a servo unit of the steering system (300, 102, 103). Method (200) according to one of Claims 7 to 11 wherein a steering system (102, 103) of the vehicle (100) and / or the actuator (301) are configured such that a coupling of the one or more wheels (320) and the steering wheel (310) has a second angular tolerance range that it allows the position of the one or more wheels (320) to be within a certain angular range and / or to a certain extent and / or up to a parameter of the lateral force acting on the one or more wheels (320), at least partially independent of the steering wheel (FIG. 310), wherein the second angular tolerance range is different from the angular tolerance range. Method (200) according to Claim 12 , wherein the angle tolerance range and / or the second angle tolerance range are set, in particular controlled, as a function of the at least one predefined condition and / or as a function of at least one state parameter. Method (200) according to one of the preceding claims, wherein the first parameter and / or the second parameter in a time interval and / or lane section are set to the vehicle (100) depending on information relating to a lateral force caused by a lane; and - The first parameter and / or the second parameter are adjusted differently, depending on whether an intervention in the direction of the transverse force caused to the vehicle (100) or opposite to the direction of the transverse force caused to the vehicle (100) is to be effected. Method (200) according to one of the preceding claims, wherein, depending on the at least one predetermined condition and / or in dependence on at least one state parameter, a mechanical coupling between the steering wheel (310) and the position of one or more front wheels (320) of the vehicle (100) and / or one or more rear wheels (320) of the vehicle (100) is at least partially, in particular for at least one time interval, repealed. A computer program adapted to be executed on a processor and thereby perform the method (200) of any one of the preceding claims. Device (101) for controlling at least one actuator (301) of a vehicle (100), wherein the actuator (301) is formed, a wheel position of one or more wheels (320) of the vehicle (100) and / or an engagement to change a steering wheel (310) of the vehicle (100); wherein the device (101) is set up, to set a first parameter relating to the wheel position of the one or more wheels (320) of the vehicle (100); and - set a second parameter relating to engagement with the steering wheel (310) of the vehicle (100); wherein the second parameter is set at least partially independent of the first parameter depending on at least one predetermined condition.

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