DE102019101809A1 - Feedback system and a feedback method for a motor vehicle - Google Patents

Abstract

The invention relates to a feedback system (1) for a motor vehicle (2), comprising at least the following components: - a steering axle (3) with at least one vehicle wheel (4); - a steering command device (5) for manually entering a steering command to the Steering axle (3), a steering command resulting in a corresponding angular angle of the at least one vehicle wheel (4) of the steering axle (3); - A feedback device (6) for a signal that can be detected by a vehicle driver. The feedback system (1) is characterized above all by the fact that a force and / or change in force opposing the present angular angle of the vehicle wheel (4) of the steering axis (3) can be detected in the steering axis (3) and by means of the feedback device (6 ) the force and / or the change in force can be detected by a vehicle driver. The invention further relates to a feedback method for a motor vehicle (2). With the feedback system and / or feedback method proposed here, a simple way of realistically providing feedback for a vehicle driver about the surface being driven on can be generated.

Description

The invention relates to a feedback system and a feedback method for a motor vehicle, as well as a motor vehicle with such a feedback system.

Currently used motor vehicles are operated with mechanical steering, some of which uses power assistance. As a result of the servo support, the direct force feedback to the vehicle driver is reduced or even decoupled. Particularly with fully electric steering, i.e. steer-by-wire, there is no intrinsic force feedback to the vehicle driver. From the prior art is for example from the DE 11 2014 000 302 T5 According to claim 6 there, a steering system is known in which a force feedback is carried out to a machine operator input device by means of a controller. Here, the force feedback is activated on the basis of a comparison of a target steering parameter of the steering resulting from an actual input parameter on the machine operator input device with an actual steering parameter of the steering. From the EP 0 970 875 A2 is mentioned from a side aspect of the description in paragraph [0036] the option that during steer-by-wire operation, bumps on the side of the vehicle wheels cause pressure fluctuations in the [hydraulic pressure] chambers of the steering actuator, which are detected by the pressure sensors . On the basis of these pressure fluctuations, corresponding control signals are calculated for the manual power actuator, so that the lateral forces on the steering handwheel, which are triggered by uneven surfaces and act on the vehicle wheels, for example, can be simulated and can be felt there by the driver. From the EP 1 698 538 A1 a steering system comprising a haptic feedback device is known. Paragraphs [0019] to [022] suggest that the force feedback is generated on the basis of a detection of a current angle of a steerable wheel pair or a movement of the motor vehicle.

The previously known force feedback systems only indirectly determine the data for feedback to the vehicle driver, for example via hydraulic systems in the steering system or a comparison of angular positions, and use this to calculate a feedback signal.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically expedient manner, the explanations from the following description and features from the figures, which include supplementary embodiments of the invention, being able to be used for this purpose.

• - eine Lenkachse mit zumindest einem Fahrzeugrad;
• - eine Lenkbefehlvorrichtung zum manuellen Eingeben eines Lenkbefehls an die Lenkachse, wobei ein Lenkbefehl in einem korrespondierenden Winkeleinschlag des zumindest einen Fahrzeugrads der Lenkachse resultiert;
• - eine Feedback-Vorrichtung für ein von einem Fahrzeugfahrer erfassbares Signal.

Feedback system for a motor vehicle, comprising at least the following components:

• - A steering axle with at least one vehicle wheel;
• a steering command device for manual input of a steering command to the steering axle, wherein a steering command results in a corresponding angular angle of the at least one vehicle wheel of the steering axle;
• - A feedback device for a signal detectable by a vehicle driver.

The feedback system is primarily characterized in that a force and / or change in force opposing the present angular angle of the vehicle wheel of the steering axis can be detected in the steering axis and the force and / or the change in force can be detected by a vehicle driver by means of the feedback device.

The feedback system proposed here is designed to output a feedback about a force opposing an angle to a vehicle driver of a motor vehicle, for example a commercial vehicle, for use on paved roads, for example on a construction site. Such feedback is a signal that can be detected by the vehicle driver, such as, for example, a counter-steering force in a steering wheel, an optical and / or acoustic signal, a vibration and / or a movement of the driver's seat, for example twisting and / or (for example area-wise) lifting of the seat surface .

The steering axle is, for example, the front axle of the motor vehicle. Alternatively or additionally, the rear axle and / or another axle is a steering axle. The steering axle is a drive axle or a driven axle. Such a steering axle comprises at least one vehicle wheel, preferably two or more vehicle wheels, which are arranged in pairs with one another (at least constant when driving straight ahead). In one embodiment, such a steering axle comprises a steering system via which the relative change in angle of the vehicle wheels is coupled in a predetermined manner in a paired arrangement of at least two vehicle wheels. Such a steering system includes, for example, an axle beam, a steering rod, a steering lever, as well as a tie rod and a track lever for each vehicle wheel. It is pointed out that it is not excluded that the motor vehicle further comprises at least one axle with a chain drive or caterpillar drive in addition to the steering axle.

The vehicle driver manually inputs his steering commands to the steering axle via a steering command device, for example a steering wheel or a control stick or a control horn. A resulting steering command, for example by turning or holding the steering wheel or control horn or tilting the control stick, changes an angle on the steering axle accordingly or holds a corresponding angle.

The feedback device is set up to generate at least one signal that can be detected by a vehicle driver, the detectable signal corresponding to the respective counter-steering force. For example, a light of a predetermined color and / or on a corresponding side lights up in an instrument panel or in the interior of the driver's cabin. Alternatively or additionally, a sound signal sounds, for example as in a known parking aid in passenger cars.

The feedback system proposed here is set up to make it possible for the vehicle driver of the motor vehicle in question to detect a force and / or change in force opposing the angle of the vehicle wheel on the steering axis.

In the case of power-assisted steering axles, for example with a hydraulic linkage, and in the case of fully electric steering axles known, for example, as steer-by-wire, feedback that can be haptically ascertained by means of the steering wheel is reduced or completely decoupled from the ground traveled by the motor vehicle. On a surface away from paved roads in particular, the vehicle driver thus loses information which can lead to inappropriate behavior by the vehicle driver, damage or at least surprising driving behavior for the vehicle driver.

For example, a stone protrudes from the otherwise flat underground. In the case of direct steering, the vehicle driver would feel this as opposing force with a sudden increase, that is to say an abrupt change in force, as counter-moment to his steering lock. For example, the vehicle driver would give in to this counter torque and / or take out the speed of the trip in order to avoid this obstacle or to reduce the force acting on the wheel. This would reduce a load on the wheel bearing and / or the steering system. The vehicle driver, who receives this information by means of the steering wheel, is free to decide whether the motor vehicle should be driven over the obstacle and at what speed.

If this feedback is greatly reduced or does not exist, the natural first reaction of a vehicle driver is rather the opposite, namely to accelerate the journey in order to counteract the force opposing the journey, such as, for example, when the underground surface rises. No information can be obtained that and in which direction an evasive movement would make sense.

The previously known solutions allow no or only very indirect feedback about the underground. The focus here is more on driving dynamics, which play a subordinate role on rough and slow ground. By detecting a force and / or change in force that acts against the current angular angle of the vehicle wheel of the steering axis, the opposing forces that were transmitted in a conventional rigid steering system are recorded and can accordingly be used as with little effort and with little delay adequately perceived signals for the vehicle driver are converted.

In this description, an angle angle preferably relates to any position of the vehicle wheel of the steering axle, for example also a straight-ahead drive, that is to say an angle angle of 0 ° [zero degrees]. Alternatively, a force and / or change in force is only detected when the angle is different from driving straight ahead, because feedback about an obstacle on the surface being driven on when driving straight ahead is already perceived by the vehicle driver as conventional and also as deceleration of the motor vehicle. For example, feedback is only made detectable from a predetermined angular deflection deviating from 0 °, for example only from ± 1 °, preferably only from ± 5 °. This is advantageous, for example, if the natural reaction of the vehicle driver to forces previously transmitted via the steering column to the vehicle wheel of the steering axle does not lead to an advantage for the load on the components and / or the stress effect on the vehicle driver when considering the advantages for the motor vehicle compared to the boundary conditions to be observed by the vehicle driver (for example a narrow lane that can be driven on) unnecessarily increased.

In one embodiment, this feedback is only activated via the feedback device when a predetermined speed is undershot, for example one Shunting speed, for example below 10 km / h [ten kilometers per hour], preferably below 7 km / h or 5 km / h.

• - zumindest einer Radkomponente;
• - einem Radlager;
• - einem Federbein; und
• - zumindest einem Element einer radseitigen Lenkanlage.

It is further proposed in an advantageous embodiment of the feedback system that the force and / or change in force relevant to the feedback device can be detected in at least one of the following components:

• - at least one wheel component;
• - a wheel bearing;
• - a shock absorber; and
• - At least one element of a wheel-side steering system.

By means of this embodiment, the force and / or change in force can be easily detected, preferably on components which are also in the flow of force in the case of fully electric steering. At least one strain gauge is preferably arranged on a component for force detection. A measuring sensor known as SensoTect®, which is integrated into the surface of a component, for example based on the principle of strain gauges, is particularly preferably used. Alternatively, an acceleration and / or a pressure of the relevant component and / or the measuring sensor is recorded. Such an integrated measuring sensor is advantageously integrated into moving, for example rotating, bearing components, the data being able to be transmitted wirelessly, for example by means of induction, for example based on RFID transponder technology, to an adjacent rigid or only limitedly movable component.

The force measurement or force change measurement is based on the principle of the strain gauge on a component deformation. After knowledge of the component behavior, for example the rigidity and elasticity, this results in a statement about the force introduced and / or about a moment introduced, this being a torsional moment and / or a bending moment.

At least one measuring sensor is arranged, for example, on the rotating bearing ring, on the piston or the piston rod and / or the spring of a spring strut. As an alternative or in addition, at least one measuring sensor is integrated into the steering system, comprising at least one axle rod, one steering rod, one steering lever, and for each vehicle wheel tie rods and two track levers, as well as joint elements. For a short mechanical power transmission path, that is to say a small number of components, and / or as soon as possible to record the detection of the force and / or change in force, at least one measuring sensor is accommodated, for example, in a wheel bearing, a wheel hub and / or in a wheel rim.

It is further proposed in an advantageous embodiment of the feedback system that the feedback device for emitting a haptic signal is integrated in the steering command device, preferably in a predetermined area of the steering command device, particularly preferably in a labeled and / or ergonomic area for gripping Area of the steering command device.

The haptic feedback comes closest to the conventional feedback via the mechanical steering system via the steering column and is therefore particularly advantageous for a user-friendly implementation of the feedback about a force and / or change in force opposing the current angle. For example, a counter torque, for example acting on a steering column stub, is generated on a steering wheel. For example, a vibration is generated in a grip area of a steering wheel, a control horn or a control stick. In one embodiment, a vibration is simply an arbitrarily defined vibration signal which is emitted after a limit value has been exceeded or can be increased according to step-by-step limit thresholds. The vibration is preferably a reproduction of the force curve actually recorded, as recorded by the at least one measurement sensor, for example in analog transmission comparable to a loudspeaker diaphragm or in digital transmission approximating an analog transmission form. In the case of a steering wheel, the direction of vibration of a vibration device is oriented (for example) in the circumferential direction around the axis of the steering column, so that the vibration feels like a counter-torque on the (conventional) steering column.

It is further proposed in an advantageous embodiment of the feedback system that the steering axle is electrically assisted or fully electrically controlled.

So far, for example, a hydraulically driven steering [HPS, hydraulic powered steering]. This is currently the standard for commercial vehicles. In the process, opposing forces (damped) are mechanically transmitted to the vehicle driver in a haptically detectable manner. Also known is an electro-mechanically assisted steering system [EHPS, electrically-assisted hydraulic powered steering], which is already in use and in which the counterforces are reduced to a level that is clearly too low to be used in an everyday application for the vehicle driver is haptically detectable. Is planned in the next To use a full electric steering system in the future, in which there is no mechanical connection between the vehicle wheel of the steering axle and the steering command device according to the steer-by-wire principle. This means that mechanical feedback for the vehicle driver from the steering system is no longer possible.

1. a. Erfassen von einer einem Winkeleinschlag entgegenstehende Kraft und/oder Kraftänderung an einem Fahrzeugrad einer Lenkachse des Kraftfahrzeugs;
2. b. Auswerten der erfassten Kraft und/oder Kraftänderung in einer Auswerte-Vorrichtung;
3. c. in der Auswerte-Vorrichtung auf Basis der in Schritt b. ausgewerteten Kraft und/oder Kraftänderung, Entscheiden, ob und/oder wie die Kraft und/oder Kraftänderung von einer Feedback-Vorrichtung für einen Fahrzeugfahrer des Kraftfahrzeugs erfassbar aufbereitet wird;
4. d. auf Basis der Entscheidung in Schritt c., mittels der Feedback-Vorrichtung Abgeben eines zugehörigen erfassbaren Signals an den Fahrzeugfahrer.

According to a further aspect, a feedback method for a motor vehicle is proposed, comprising at least the following steps:

1. a. Detecting a force and / or change in force opposing an angular angle on a vehicle wheel of a steering axis of the motor vehicle;
2. b. Evaluating the detected force and / or change in force in an evaluation device;
3. c. in the evaluation device on the basis of the in step b. evaluated force and / or change in force, deciding whether and / or how the force and / or change in force is processed by a feedback device for a vehicle driver of the motor vehicle;
4. d. on the basis of the decision in step c., by means of the feedback device delivering an associated detectable signal to the vehicle driver.

When a force and / or change in force opposing the current angular deflection is detected, the force and / or change in force is recorded, which was transmitted to the vehicle driver of the motor vehicle in a conventional steering system with a continuous, ie force-transmitting, steering column. This means that there is little or no need for the recorded data to be processed for playback as a feedback signal for the vehicle driver, for example to be processed algorithmically. This enables a low system outlay and / or fast data processing and signal line.

At this point, it should be pointed out that a value is not recorded from which a force and / or change in force can be determined under certain conditions, for example an angular deviation from a desired value, but a value that is directly dependent on the force and / or change in force, for example, the stretch of a mechanical component in a transmission line to apply the steering force. The measurement is carried out, for example, in a wheel bearing, an element of the steering system or a wheel component of the vehicle wheel. The measurement is based, for example, on an elongation, an acceleration and / or a compression.

The at least one measuring sensor is set up, for example, to measure a static force value. A change in force can be determined, for example, by means of mathematical derivation. Alternatively, the at least one measuring sensor is only set up to detect a change in the force. A (static) force can be determined, for example, on the basis of a previously known static rest value by means of mathematical integration. In one embodiment, the two types of measurement are combined with one another.

Step a. and step b. are carried out in an evaluation device. In one embodiment, the evaluation device is made in one piece. Alternatively, the evaluation device comprises a plurality of processing units, which are communicatively connected to one another and may be responsible for different sub-steps or perform the same tasks and / or overlapping tasks when connected in parallel. Such an evaluation device is, for example, decentralized. The evaluation device is preferably at least partially comprised by a conventional bus system of the motor vehicle in question. The data preparation is preferably carried out by an external, preferably sensor-related, processing unit, while the storage data are particularly preferably held in a bus system of the motor vehicle in question and / or computation-intensive steps are carried out in the bus system.

The evaluation includes, for example, receiving the raw measurement data, possibly an analog signal or signal sequence, and preparing it for later use, possibly digitizing the signal or the signal sequence. Furthermore or alternatively, the evaluation comprises a comparison step of the signal, for example the processed signal, with a limit value or with values of a look-up table in order to filter out interference signals superimposed. For example, at least one such interference signal is already filtered out in the measuring sensor, for example temperature fluctuations or signal contamination from known transverse (force) influences. In one embodiment, step b. in the evaluation device, a signal is isolated and / or digitized and qualitatively processed as a desired (cleaned) measurement signal, ie as a force and / or change in force. The evaluation is carried out, for example purely, hardware-bound and / or at the software level.

In step c. the evaluated signal is decided on the basis of a comparison or a defined mathematical function, whether this measurement is used to generate a human-detectable signal by means of the feedback device shall be. If, for example, the force and the change in force are very small, this is not passed on, for example, and energy is saved and nerves can be spared. If, on the other hand, the force is low but the change in force is large, this is passed on, for example, because the acute damaging effect on chassis components of the motor vehicle is greater and / or the probability is high that a large opposing force will follow. In one embodiment, the evaluated force and / or change in force is always passed on.

In one embodiment, the type of feedback by means of the feedback device is always the same or similar, for example always as a haptically detectable signal, which increases, for example, proportionally with the force. A degressive power transmission is advantageous, so that the vehicle driver receives feedback about the increase in power and / or change in power, but the (human) reaction force required, for example to hold back, remains within an ergonomic range, while the feedback for the user is available even with low forces Vehicle driver is made detectable. In one embodiment, low forces are only reproduced optically, for example by means of colored lighting in the interior of the driver's cabin. In one embodiment, particularly large forces are reproduced with additional signaling of a different type, for example acoustic signals, in addition to a basic signal, for example a haptically detectable signal, such as a vibration.

In step d. the human-detectable signal is now output by the feedback device, for example an acoustic, optical and / or haptic signal.

It is further proposed in an advantageous embodiment of the feedback method that a detected force and / or change in force by exceeding a predetermined limit value and / or by means of a look-up table in step b. evaluated and in step c. an appropriate decision is made; and
preferably based on a direction and / or based on a type of force and / or change in force in step c. a decision is made about a delivery of the associated signal from the feedback device.

A lower limit value is set, for example, based on conventional feedback and / or component load capacity, so that there is no feedback in this lower force range and / or force change range. An upper limit value is set, for example, in the case of unusual loads and / or based on conventional feedback and / or component load capacity, at which the capabilities of the vehicle driver are exceeded that damage can be averted, for example the forces would be too great. This serves, for example, to avert a harmful overreaction by the vehicle driver. In one embodiment, the type, for example the strength, of the feedback for the vehicle driver is defined by means of a defined mathematical function and / or a look-up table (with a large number of limit values or value ranges).

In a preferred embodiment, the direction of the force and / or change in force is already detected and, depending on this, a signal is reproduced for the vehicle driver. For example, deflection in the direction of the spring strut or the main force direction of another type of wheel suspension, for example a leaf spring suspension, is passed on to the vehicle driver less than a force transverse to the angular impact force, that is to say the force or the moment for pivoting the vehicle wheel. In one embodiment, only the latter force is passed on to the vehicle driver by means of the feedback device. In one embodiment, all forces are passed on which have an influence on the angular deflection. For example, a comparison of the forces, for example frontal force in the direction of travel and / or the deflection, is also carried out on the paired vehicle wheels of a steering axle and, depending on this, a feedback to the vehicle driver is given by means of the feedback device. For example, such signals are reproduced purely optically, for example to encourage the vehicle driver to pay more attention to a generally rough terrain.

One type of force is, for example, the (static) strength, that is to say amplitude, the dynamic development, that is to say the rate of change or slope, and the shape of the force profile and / or force change profile over a period of time. In the case of a regular and uncritical change in force, for example, no feedback is necessary and is preferably filtered out and not passed on, preferably already during the evaluation in step b. A slight but sudden change in force is amplified for the vehicle driver, for example, in comparison to conventional mechanical feedback in order to enable early detection.

It is further proposed in an advantageous embodiment of the feedback method that the feedback method is carried out by a feedback system according to an embodiment as described above.

Reference is made here to the previous description of the feedback system and it is pointed out that the method described there and / or partial aspects thereof are also included. Furthermore, it should be pointed out that not only the entire feedback system, but in one embodiment also only at least one individual component of the feedback system explained there is set up to carry out the feedback method described here. And vice versa, the method explained here or only at least a single partial aspect thereof can be carried out by means of the previously described feedback device.

According to a further aspect, a motor vehicle is proposed, having a feedback system according to an embodiment in accordance with the above description for outputting a signal that can be detected by a vehicle driver of the motor vehicle,
wherein a feedback method according to an embodiment according to the above description is preferably executable.

Such a motor vehicle is preferably a commercial vehicle for use off paved roads, for example a dump truck for construction sites. In one embodiment, the feedback system is only active on terrain and / or when the speed falls below a minimum, can be switched on and / or switched off manually, and / or is automatically deactivated when a speed is exceeded. The motor vehicle is preferably set up both for driving (at high speed, for example 80 km / h) on paved roads and for driving on terrain, the chassis not being designed for permanent loading on terrain, so that the vehicle driver receives feedback to protect the components of the chassis. Alternatively, the motor vehicle is only set up for driving on an off-road surface and the feedback system, and preferably the feedback method, is designed more for better control of the motor vehicle than to protect the chassis. Such a feedback system is particularly advantageous for large vehicles, such as used on an open-cast mine, in which the distance and thus the mechanical interlinking between the vehicle driver and the surface being driven on is conventionally too large and / or dampers, for example servo devices, to reduce the feedback forces are provided to a manageable level.

• 1: ein Kraftfahrzeug mit Feedback-System; und
• 2: ein Feedback-Verfahren.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred configurations. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not true to size and are not suitable for defining size relationships. It is shown in

• 1 : a motor vehicle with a feedback system; and
• 2nd : a feedback process.

• - einer Radkomponente 7, beispielsweise einer Radfelge;
• - einem Radlager 8, beispielsweise dem rotierenden Lagerring;
• - einem Federbein 9, beispielsweise dem Federkolben; und
• - einem Element 10 der radseitigen Lenkanlage 11, beispielsweise des Spurhebels.

Die Kraft oder Kraftänderung ist dabei in Querrichtung 15, Frontalrichtung 16 (meist in zu der Pfeilrichtung gemäß der Darstellung umgekehrter Richtung) und/oder in Einfederrichtung 17 ausgerichtet, wobei bevorzugt zumindest eine Kraftvektorkomponente in Querrichtung 15 und/oder ein Moment um die Achse der Frontalrichtung 16 und/oder in Einfederrichtung 17 umfasst ist.In 1 is feedback system 1 in a motor vehicle 2nd , here for example a truck, with a front axle as a (single) steering axle 3rd with a vehicle wheel 4th (and another vehicle wheel or front wheel hidden in the view). The angle of the vehicle wheel 4th is by means of the steering command device embodied here as a steering wheel 5 manually changeable. The steering command, here turning the steering wheel, is from the steering command pickup 20 recorded and in an angle change signal for the steering force generator or steering force assist 21 transformed. Using the steering force generator or power assist 21 becomes the steering axis 3rd moved and an angular angle changed or held in the set position with a steering force. For feedback on the surface being driven on 27 for a vehicle driver in the driver's cabin 28 is a feedback device 6 provided which here in one area 12th , for example an ergonomic handle, the steering command device 5 is integrated. Using the feedback device shown here 6 is, for example, a noticeable vibration in the area 12th can be generated. The feedback device shown thus receives the information of a processed signal about the type and strength of such a vibration 6 from the evaluation device 13 which, for example, in the steering command pickup 20 is integrated. The evaluation device 13 in turn communicates with at least one of the following components:

• - a wheel component 7 , for example a wheel rim;
• - a wheel bearing 8th , for example the rotating bearing ring;
• - a shock absorber 9 , for example the spring piston; and
• - an element 10th the steering system on the wheel side 11 , for example the track lever.

The force or change in force is transverse 15 , Frontal direction 16 (mostly in the direction opposite to the direction of the arrow as shown) and / or in the direction of deflection 17th aligned, preferably at least one force vector component in the transverse direction 15 and / or a moment around the axis the frontal direction 16 and / or in the direction of compression 17th is included.

The car 2nd also includes a rear axle 25th with a (visible) rear wheel 26 , in one embodiment also measuring the force and / or the change in force taking place there. In one embodiment, the rear axle 25th a (for example the only) steerable or an additionally carried-steered vehicle axle.

In 2nd a feedback method is shown schematically in a flow chart. A force is a temporal course of force 24th with an (amount of force) amplitude 18th and a rate of change 19th (Slope) is schematic in a force-time diagram with a force axis 22 as ordinate and a timeline 23 shown as the abscissa. This is done in step a. recorded in step b. evaluated, for example processed, and possibly already filtered out. In step c. using a look-up table, for example 14 , decided whether there is any feedback. If a feedback is to take place, it is reproduced in a step d.1, for example haptically detectable, and / or step d.2, for example optically detectable, as feedback to a vehicle driver.

With the feedback system and / or feedback method proposed here, a simple manner of realistic feedback for a vehicle driver can be generated about the surface being driven on.

Reference list

1

Feedback system

2nd

Motor vehicle

3rd

Steering axle

4th

Vehicle wheel

5

Steering command device

6

Feedback device

7

Wheel component

8th

Wheel bearings

9

Shock absorber

10th

Steering system element

11

steering system on the wheel side

12th

Area of the steering command device

13

Evaluation device

14

Look-up table

15

Cross direction

16

Frontal direction

17th

Spring direction

18th

amplitude

19th

Rate of change

20

Steering command pickup

21

Steering force generator or steering force assist

22

Force axis

23

Timeline

24th

Force curve

25th

Rear axle

26

Rear wheel

27

Underground

28

Driver's cabin

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 112014000302 T5 [0002]
• EP 0970875 A2 [0002]
• EP 1698538 A1 [0002]

Claims (8)

Feedback system (1) for a motor vehicle (2), comprising at least the following components: - a steering axle (3) with at least one vehicle wheel (4); - A steering command device (5) for manual input of a steering command to the steering axle (3), a steering command resulting in a corresponding angular angle of the at least one vehicle wheel (4) of the steering axle (3); - A feedback device (6) for a signal detectable by a vehicle driver, characterized in that a force and / or change in force opposing the present angular angle of the vehicle wheel (4) of the steering axis (3) can be detected in the steering axis (3) and by means of the feedback device (6) the force and / or the change in force can be detected by a vehicle driver. Feedback system (1) Claim 1 The force and / or change in force relevant to the feedback device (6) can be detected in at least one of the following components: - at least one wheel component (7); - a wheel bearing (8); - a shock absorber (9); and - at least one element (10) of a wheel-side steering system (11). Feedback system (1) Claim 1 or 2nd , wherein the feedback device (6) for emitting a haptic signal is integrated in the steering command device (5), preferably in a predetermined area (12) of the steering command device (5), particularly preferably in a marked and / or ergonomic for gripping Area (12) of the steering command device (5). Feedback system (1) according to one of the preceding claims, wherein the steering axle (3) is electrically assisted or fully electrically controlled. Feedback method for a motor vehicle (2), comprising at least the following steps: a. Detecting a force and / or change in force opposing an angular deflection on a vehicle wheel (4) of a steering axle (3) of the motor vehicle (2); b. Evaluating the detected force and / or change in force in an evaluation device (13); c. in the evaluation device (13) on the basis of the in step b. evaluated force and / or change in force, deciding whether and / or how the force and / or change in force is processed by a feedback device (6) for a vehicle driver of the motor vehicle (2) to be processed; d. on the basis of the decision in step c., by means of the feedback device (6) delivering an associated detectable signal to the vehicle driver. Feedback procedure Claim 5 , wherein a detected force and / or change in force by exceeding a predetermined limit value and / or by means of a look-up table (14) in step b. evaluated and in step c. an appropriate decision is made; and preferably based on a direction (15, 16, 17) and / or on the basis of a type (18, 19) of the force and / or force change in step c. a decision is made about a delivery of the associated signal from the feedback device (6). Feedback procedure Claim 5 or 6 , wherein the feedback method from a feedback system (1) according to one of the Claims 1 to 4th is performed. Motor vehicle (2), comprising a feedback system (1) according to one of the Claims 1 to 4th is provided for outputting a signal that can be detected by a vehicle driver of the motor vehicle (2), wherein preferably a feedback method according to Claim 7 is executable.

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