EP1608544A1 - Systeme de direction steer-by-wire pour vehicule automobile - Google Patents

Systeme de direction steer-by-wire pour vehicule automobile

Info

Publication number
EP1608544A1
EP1608544A1 EP04724003A EP04724003A EP1608544A1 EP 1608544 A1 EP1608544 A1 EP 1608544A1 EP 04724003 A EP04724003 A EP 04724003A EP 04724003 A EP04724003 A EP 04724003A EP 1608544 A1 EP1608544 A1 EP 1608544A1
Authority
EP
European Patent Office
Prior art keywords
steering
steering system
control unit
clutch
train
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04724003A
Other languages
German (de)
English (en)
Inventor
Alois Seewald
Martin BÖCKER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Automotive Germany GmbH
Original Assignee
TRW Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by TRW Automotive GmbH filed Critical TRW Automotive GmbH
Publication of EP1608544A1 publication Critical patent/EP1608544A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003—Backup systems, e.g. for manual steering

Definitions

  • the invention relates to a steering system for a motor vehicle, having a mechanical steering train which is divided into an upper steering train part connected to a steering wheel and a lower steering train part which is connected to a power steering device which comprises a steering gear.
  • the invention provides a superimposed steering system that enables independent control of the total steering angle and steering wheel torque while avoiding the above-mentioned problems.
  • a clutch is provided between the upper steering column part and the lower steering column part, the two steering column parts being connected in a rotationally fixed manner to one another in a closed state of the clutch and decoupled from one another in an open state of the clutch ,
  • the complete physical separation of the steering train into an upper and a lower part allows, on the one hand, as in the case of conventional superimposed steering, the application of an overall steering angle to the lower steering train part, which can deviate from the steering wheel angle.
  • the driver can be given an appropriate steering wheel torque by influencing the upper part of the steering column.
  • Another aspect of the invention is that by closing the clutch, a rigid mechanical connection of the two steering train parts is created, so that when necessary, for example in the event of a fault in the electrical systems, conventional steering with continuous mechanical connection between the steering wheel and steering gear can be used.
  • the invention is particularly suitable for vehicles in which the power steering device is a hydraulic power steering device which further comprises an oil pump for providing a hydraulic assist force.
  • the effort required to rotate the lower steering train part is relatively low, since the lower steering train part only has to deliver a steering torque as an input variable for the steering gear of the hydraulic power steering device.
  • the actual force to turn the wheels is applied with the assistance of the oil pump of the power steering device.
  • a control unit is preferably provided with which important functions of the steering system can be implemented.
  • the steering wheel torque is preferably influenced by a first one, which is provided on the upper steering train part and is connected to the control unit
  • the driver can control this drive unit based on the current one
  • a second drive unit connected to the control unit, for rotating the lower steering train part can be provided on the lower steering train part.
  • the calculated total steering angle can thus be set via the second drive unit without the need for a complex summation gear.
  • the reliability of the steering system according to the invention can be increased in that the clutch is preloaded in the closed state.
  • the clutch is preferably an electromagnetic clutch which can be controlled via the control unit and which can be brought into the open state against the bias. This ensures that in the event of a power failure or the like, a rigid steering link is immediately established between the steering wheel and the steering gear.
  • control unit is connected to further sensors which transfer data relating to certain vehicle state variables to the control unit.
  • the clutch, the drive units and the sensors can be combined to form an actuator unit, it being possible to integrate the actuator unit into a steering column of the steering train without excessive effort.
  • the clutch, the first drive unit and the first sensor can be combined to form an actuator unit and the second drive unit and the second sensor can be combined to form a separate assembly, wherein the actuator unit can be integrated into a steering column of the steering train and the assembly can be flanged to the power steering device.
  • FIG. 1 is a schematic diagram of a steering system according to the invention.
  • - Figure 2 shows a steering system according to the invention in the installed state according to a first embodiment
  • - Figure 3 shows an inventive steering system in the installed state according to a second embodiment.
  • the steering system shown in FIG. 1 comprises a steering train which is divided into an upper steering train part 10 connected to a steering wheel (not shown in FIG. 1) and a lower steering train part connected to a steering gear of a hydraulic power steering device (not shown in FIG. 1).
  • a clutch 18 is arranged, which in the closed state has a rotationally fixed connection between the upper and the lower shaft 14 and 16 (and thus between the two steering column parts 10 , 12) and in the open state the two steering train parts 10, 12 are decoupled from one another.
  • the clutch 18 is an electromagnetic clutch that is biased into the closed state by a spring 20.
  • the clutch 18 can be opened against the force of the spring 20 by means of a coil 22.
  • the upper shaft 14 can be rotated via the steering wheel and additionally via a first drive unit 24, which comprises a first gear 26 and a first drive motor 28.
  • a first drive unit 24 which comprises a first gear 26 and a first drive motor 28.
  • the lower shaft 16 can be rotated via a second drive unit 30, which comprises a second gear 32 and a second drive motor 34.
  • the second drive unit 30 supplies a steering torque as an input variable for the hydraulic power steering device, which is of the order of magnitude of a steering torque that is usually introduced by the driver via the steering wheel.
  • the two gears 26, 32 are designed as non-self-locking worm gears; however, e.g. due to the installation position of the motors 28, 34, other suitable non-self-locking gears may be provided.
  • the steering system further comprises a control unit 40 which is connected to the coil 18, the motors 28, 34 and the sensors 36, 38.
  • the control device 40 is connected to further sensors 42, which transmit data to the control unit 40 with respect to further vehicle state variables such as, for example, vehicle speed, yaw rate, lateral acceleration, brake pressures, etc.
  • the two steering train parts 10, 12 are separated from one another, i.e. the coil 18 is energized and holds the clutch 18 against the force of the spring 20 in the open state.
  • the steering wheel angle transmitted by the driver via the steering wheel to the upper shaft 14 is detected by the first sensor 36 and passed on to the control unit 40.
  • the control unit 40 calculates a steering wheel torque adapted to the current operating state from stored characteristic maps, the various vehicle state variables and the current steering angle and steering torque data detected by the second sensor 38 and controls the first motor 28 accordingly in order to apply the calculated steering wheel torque to the upper shaft 14.
  • control unit 40 controls the second motor 34 in order to apply an overall steering angle to the hydraulic power steering device which, depending on the current driving situation and the control strategy of the steering system, can deviate from the steering wheel angle.
  • the second motor 34 only generates a steering torque which is of the order of the steering torque introduced by the driver via the steering wheel.
  • the torque actually acting on the wheels is provided with hydraulic support from the power steering device.
  • control unit 40 In the event of a fault or one diagnosed by the control unit 40
  • the fault or system error is not critical and one of the sensors 36, 38 and one of the motors 28; 34 work properly, it is possible to compensate for the additional friction and inertia by controlling the functional motor.
  • a restricted system function with a steering torque overlay and autonomous parking are still possible in this case.
  • FIG. 2 shows a first embodiment of the steering system according to the invention, in which the clutch 18, the drive units 24, 30 and the sensors 36, 38 are combined to form an actuator unit 44.
  • the actuator unit 44 is integrated in the steering train in a steering column 46 adjoining the steering wheel 48. According to a variant of the first embodiment, not shown, the actuator unit 44 is connected to the hydraulic power steering device 50.
  • the second drive unit 52 summarized and integrated into the steering column 46.
  • the second drive unit 52 summarized and integrated into the steering column 46.
  • Power steering device 50 flanged.

Landscapes

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

Abstract

L'invention concerne un système de direction pour véhicule automobile, qui comporte un ensemble mécanique de direction. Cet ensemble mécanique de direction est divisé en une partie mécanique de direction supérieure (10), qui est reliée au volant, et une partie mécanique de direction inférieure (12). La partie mécanique de direction inférieure (12) est reliée à un dispositif de direction assistée qui comprend une boîte de direction. Entre la partie mécanique de direction supérieure (10) et la partie mécanique de direction inférieure (12) se trouve un embrayage (18). Les deux parties mécaniques de direction (10, 12) sont, lorsque l'embrayage (18) est fermé, solidaires en rotation, et, lorsque l'embrayage (18) est ouvert, désaccouplées.
EP04724003A 2003-04-01 2004-03-29 Systeme de direction steer-by-wire pour vehicule automobile Withdrawn EP1608544A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE20305308U 2003-04-01
DE20305308U DE20305308U1 (de) 2003-04-01 2003-04-01 Servolenksystem für ein Kraftfahrzeug
PCT/EP2004/003318 WO2004087486A1 (fr) 2003-04-01 2004-03-29 Systeme de direction « steer-by-wire » pour vehicule automobile

Publications (1)

Publication Number Publication Date
EP1608544A1 true EP1608544A1 (fr) 2005-12-28

Family

ID=27740860

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04724003A Withdrawn EP1608544A1 (fr) 2003-04-01 2004-03-29 Systeme de direction steer-by-wire pour vehicule automobile

Country Status (4)

Country Link
EP (1) EP1608544A1 (fr)
JP (1) JP2006521955A (fr)
DE (1) DE20305308U1 (fr)
WO (1) WO2004087486A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004014357A1 (de) * 2004-03-24 2005-10-13 Daimlerchrysler Ag Verfahren und Vorrichtung zur Unterstützung des Fahrers bei Fahrmanövern, insbesondere Einparkmanövern
DE102010025353A1 (de) 2010-06-28 2011-12-29 Audi Ag Verfahren zum elektromechanischen Einstellen eines Lenkwinkels und Kraftfahrzeug mit einer elektromechanischen Lenkung
DE102015007280A1 (de) * 2015-06-10 2016-12-15 Thyssenkrupp Ag Fahrzeuglenkung mit Steer-by-Wire-System und mechanischer Rückfallebene
US11643038B2 (en) 2019-01-24 2023-05-09 Elmos Semiconductor Se Device for initiating a protective function in a vehicle
US12036934B2 (en) 2019-01-24 2024-07-16 Elmos Semiconductor Se Method and device for controlling the electrical voltage for a safety-relevant load
JP7073003B2 (ja) * 2019-02-08 2022-05-23 先進モビリティ株式会社 油圧式操舵倍力装置を備えた自動運転車両
DE102019109234A1 (de) * 2019-04-09 2020-10-15 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren und Steuergerät zum Bestimmen eines auf eine Lenksäule eines Lenksystems für ein Fahrzeug ausgeübten Lenkmoments und Sensorvorrichtung für ein Lenksystem für ein Fahrzeug

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4009400A1 (de) 1990-03-23 1991-09-26 Porsche Ag Aktuator fuer eine kybernetische lenkung
DE10046168A1 (de) 2000-09-19 2002-03-28 Zf Lenksysteme Gmbh Lenksystem
DE10101827A1 (de) 2001-01-17 2002-07-18 Daimler Chrysler Ag Lenkanordnung für Kraftfahrzeuge
DE10103642A1 (de) * 2001-01-27 2002-08-01 Zahnradfabrik Friedrichshafen Aktuator
DE10135736C1 (de) 2001-07-21 2003-04-03 Zf Lenksysteme Gmbh Verfahren zum Ansteuern einer Kupplung einer Steer-by-Wire-Lenkanlage

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2004087486A1 *

Also Published As

Publication number Publication date
JP2006521955A (ja) 2006-09-28
DE20305308U1 (de) 2003-08-07
WO2004087486A1 (fr) 2004-10-14

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