EP3707060A1 - Véhicule comprenant un ensemble à couple d'entraînement à contrôle sélectif par roue et une articulation pivotante et procédé de commande du véhicule - Google Patents

Véhicule comprenant un ensemble à couple d'entraînement à contrôle sélectif par roue et une articulation pivotante et procédé de commande du véhicule

Info

Publication number
EP3707060A1
EP3707060A1 EP18785498.9A EP18785498A EP3707060A1 EP 3707060 A1 EP3707060 A1 EP 3707060A1 EP 18785498 A EP18785498 A EP 18785498A EP 3707060 A1 EP3707060 A1 EP 3707060A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
wheel
axle
torque
axis
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Withdrawn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
EP18785498.9A
Other languages
German (de)
English (en)
Inventor
Jürgen Römer
Philipp Kautzmann
Danilo Engelmann
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3707060A1 publication Critical patent/EP3707060A1/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Withdrawn legal-status Critical Current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
    • B62D12/00—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems

Definitions

  • the invention relates to a vehicle having a first axle section, wherein the first axle section has a first axle, with a second axle section, wherein the second axle section has a second axle, with a wheel-selective drive torque arrangement, wherein at least one of the axles as a torque-influenced by the drive torque arrangement axis is formed, and with a control device, wherein the control device is designed to control the wheel-selective drive torque arrangement to implement a steering command in a cornering of the vehicle.
  • Knick steering is also known from the general state of the art, with a vehicle with articulated steering consisting of two vehicle parts which are connected to one another by a folding articulation device. If the vehicle is kinked in the articulation device, the axes of the vehicle are rotated against each other, thereby provoking cornering. The buckling of the articulated device is usually enforced by a hydraulic force acting on the articulation device.
  • the invention relates to a vehicle, which is designed in particular as a passenger car, truck, bus, etc.
  • vehicle is preferably designed as a four-wheel, but in modified embodiments, this may also be designed as a tricycle.
  • the vehicle is realized in two lanes.
  • the vehicle has a first axle section and a second axle section.
  • the axle sections each form part of the vehicle.
  • the vehicle is formed from the two axle sections.
  • the first axle section forms a first vehicle half and the second axle section forms a second vehicle half.
  • the first axis section has a first axis.
  • the first axis has two wheels and / or is formed in two lanes.
  • the second axis section has a second axis.
  • the second axis has two wheels and / or is formed in two lanes. Under the wheels each individual wheels, but also double or multiple wheels can be understood.
  • the first axis and the second axis are arranged parallel to each other.
  • the vehicle has exactly two axes, namely the first and the second axis.
  • the vehicle has a wheel-selective drive torque arrangement. At least one, exactly one or both axes are torque-influenced by the drive torque arrangement. In the event that one of the axes is influenced by the torque, this is referred to as a torque-influenced axis.
  • a (positive) drive torque for a propulsion and a negative drive torque for a braking is to be understood as "torque-influenced”.
  • wheel-selective means that different drive torques, in particular positive and / or negative drive torques, are directed to wheels of the axle.
  • the drive torque arrangement may comprise a wheel-selective drive arrangement.
  • the wheel-selective drive arrangement can distribute different drive torques to the wheels of an axle, so that the wheels are or are subjected to different drive torques.
  • the moment-affected axis is a driven axle.
  • the wheel-selective drive arrangement it is possible in principle for the wheel-selective drive arrangement to have a single motor for one axle, the motor drive torque being distributed to the two wheels of the axle as the drive torque. In particular, it is possible to disperse the motor drive torque unevenly and / or asymmetrically.
  • an engine an internal combustion engine can be used, but it is preferred that one or more electric motors are used. It can also be a hydraulic drive.
  • the wheel-selective drive torque arrangement can be designed, for example, as a central drive with torque vectoring differential.
  • wheel-specific motors such as wheel hub motors can be used as a wheel-selective drive torque arrangement.
  • the wheel-selective drive arrangement provides the traction torque for the vehicle as the drive torque.
  • the wheel-selective drive arrangement can implement a wheel-specific drive torque distribution. This distribution can also be referred to as torque vectoring.
  • the wheel-selective drive arrangement can also have coupling units for the torque-influenced and / or driven axle, with the different drive torques being implemented by opening, grinding and / or closing the coupling units.
  • the drive torque arrangement may comprise a wheel-selective delay arrangement.
  • the wheel-selective delay arrangement can distribute different, negative drive torques to the wheels of an axle, so that the wheels are or are subjected to different negative drive torques.
  • the negative drive torque is in particular a braking torque.
  • the moment-sensitive axis is a braking axis.
  • the wheel-selective delay arrangement can be implemented by braking on the wheels of the torque-influenced and / or braking axle. With the delay arrangement, it is in particular possible to act on the moment-influenced and / or braking axle with different negative drive torques and / or different braking torques on the wheels.
  • the drive torque arrangement can have a wheel-selective drive arrangement and a wheel-selective delay arrangement.
  • the arrangements can act on a common axis or on different axes.
  • the vehicle has a control device.
  • the control device may be designed as a separate control device, alternatively, the control device may also form part of higher-level control of the vehicle.
  • the control device is designed as a digital data processing device or includes these.
  • the control device is realized as a microcontroller or the like.
  • the control device is designed to control the wheel-selective drive torque arrangement in order to implement a steering command in a cornering of the vehicle by controlling the wheel-selective drive torque arrangement.
  • the control device has an input interface for taking over the steering command.
  • the input interface can be designed as a mechanical, electronic and / or data technology interface.
  • the control device has at least one output interface, which is connected in terms of data with the wheel-selective drive torque arrangement.
  • Starting from the steering command is a torque distribution for the driven axle determined, in particular calculated and output via the output interface to the wheel-selective drive torque arrangement.
  • the vehicle with the wheel-selective arrangement is steered by different strong drive torques, comprising positive drive torques and negative drive torques, on the various axles or wheels.
  • the vehicle has an articulated joint, wherein the first and the second axle section are coupled to one another in particular bendable and / or pivotable by the articulated joint.
  • the articulated joint allows the setting of a bending angle between the first axis portion and the second axis portion.
  • the bending angle results in particular around a vertical axis of the vehicle.
  • the bending angle is adjustable with a maximum pitch angle of at least 5 °, preferably of at least 10 ° and in particular of at least 15 °. If the first axis section and the second axis section are in alignment and / or the vehicle is driving straight ahead, the bending angle is 0 °.
  • the steering takes place by distributing the drive torques to the wheels of the torque-influenced axle or the torque-influenced axles.
  • the steering force is generated directly from the drive train and / or the brake of the vehicle.
  • the steering force is generated by wheel-selectively influencing the drive torque to one or more wheels.
  • a vehicle is proposed with a steering strategy, which combines the advantages of the armored steering with the advantages of articulated steering while avoiding the disadvantages of said steering strategies.
  • the vehicle can assume a "straight ahead" operating state, with the vehicle moving in the longitudinal direction.
  • the bending angle of the articulated joint is in this case equal to 0 °.
  • the vehicle can assume an operating state "cornering", wherein the bending angle of the articulated joint is not equal to 0 °.
  • the operating states are assumed by a corresponding control of the wheel-selective drive torque arrangement by the control device.
  • the different drive torques for the wheels of the driven axle are generated by a single motor.
  • the wheel-selective drive torque arrangement has two wheel motors on the driven axle.
  • the wheel motors are designed as hub motors and / or direct drive motors. This structural design makes it possible in a very simple manner to implement the steering via the wheel-selective drive arrangement.
  • the first axis and the second axis are each formed as an unguided axis.
  • the first and the second axis each have a constant and / or unchangeable steering angle.
  • the steering force and / or the buckling force is or are generated directly from the drive torque arrangement, in particular the drive train, in particular from the wheel motors.
  • an actuator for adjusting the bending angle of the articulated joint can be dispensed with and components can be saved.
  • the vehicle has an actuator for adjusting the bending angle of the articulated joint, wherein the wheel-selective drive torque arrangement operates as power steering assistance.
  • one of the axles is designed as the torque-influenced, in particular driven axle and the other axle as a passive axle.
  • the drive train and / or the selective brake is reduced to the drive or the wheel-selective braking of the single moment-influenced axis.
  • both axes are designed as torque-influenced axes.
  • each axle can be subjected to wheel-selectively with any desired drive torque, in particular positive or negative drive torque.
  • the control device is designed to act on each of the wheels of the two axes with the desired drive torque, in particular positive or negative drive torque.
  • Another object of the invention relates to a method for controlling the vehicle as described above.
  • a cornering of the vehicle is initiated by different drive torques on the wheels of the torque-influenced, in particular driven axle.
  • the bending angle of the articulated joint is changed by changing the drive torque distribution to the wheels of the at least one torque-influenced, in particular driven axle.
  • Figure 1 is a schematic block diagram of a vehicle as a
  • FIG. 2 shows a schematic representation of the steering method with the vehicle of Figure 1.
  • the vehicle 1 shows a schematic block diagram of a vehicle 1 as an embodiment of the invention.
  • the vehicle 1 has a first a first axle portion 2a and a second axle portion 2b.
  • the axle sections 2a, b are arranged one behind the other in the longitudinal direction of the vehicle 1.
  • the axle sections 2a, b are formed as vehicle halves, in particular, the vehicle 1 is divided in the middle.
  • the pitch of the vehicle 1 may also be asymmetrical.
  • the axle section 2a has an axle 3a
  • the axle section 2b has an axle 3b.
  • the axles 3a, b each have two wheels 4.
  • the wheels 4 are arranged pivotably in the respective axle sections 2a, b with respect to a vertical axis of the vehicle 1.
  • the wheels 4 are arranged rigidly and / or pivotally with respect to a steering angle of the wheels 4.
  • the wheels 4 of the first axle 3a are each a wheel motor 5, which are each designed in particular as a wheel hub motor.
  • the first axis 3a has two wheel motors 5 and is formed as a driven axle.
  • the wheels 4 of the second axle 3b are each assigned a wheel motor 5, which are each designed in particular as a wheel hub motor.
  • the wheels 4 of the first and the second axle 3a, b each have a brake 13.
  • the first and the second axis a, b is formed as a torque-influenced axis.
  • the wheel motors 5 are controlled via a control device 6, so that each wheel 5 can be selectively assigned a freely selectable drive torque.
  • the wheel motors 5 together form a wheel-selective drive arrangement 10.
  • the brakes 13 together form a wheel-selective deceleration system 1.
  • the wheel-selective drive arrangement 10 and the wheel-selective delay arrangement 1 1 together or individually in each case form a wheel-selective drive torque arrangement 12.
  • the vehicle 1 has a control device 6 for controlling the wheel motors 5 and optionally additionally the brakes 13 and thus the wheel-selective drive torque arrangement 12.
  • the control device 6 is designed as a digital data processing device.
  • the control device 6 has an output interface 7 for data-related coupling with the wheel motors 5 and optionally in addition to the brakes 13. Furthermore, the control device 6 has an input interface 8 for taking over a steering command. Optionally, additional parameters, e.g. Prescribed driving speed specification of the driver and vehicle state variables. For example, the input interface 8 may be connected to a steering wheel of the vehicle 1 for taking over the steering command.
  • the vehicle 1 has an articulated joint 9, via which the first and the second axle section 2 a, b are pivotably connected to one another about the vertical axis of the vehicle 1.
  • the articulated joint 9 is designed as a purely mechanical, external energy-free joint, which is pivoted passively. In a straight ahead travel of the vehicle 1, a bending angle between the first axle section 2a and the second axle section 2b is 0 °. When cornering, the bending angle is increased.
  • the steering strategy of the vehicle 1 is a steering system for the vehicle 1 with articulated steering, wherein the steering force for adjusting the bending angle is generated by wheel-selectively influencing the drive torque to the wheels 4.
  • the steering force is generated directly from the drive train, namely by the wheel motors 5, and optionally in addition from the brakes 13.
  • FIG. 2 shows the vehicle 1 reduced to the functional sections, again showing the first and second axle sections 2a, b.
  • the vehicle 1 is in an operating state of cornering.
  • FIG. 2 shows the functional principle of the steering of the vehicle 1 by torque vectoring and / or braking force distribution in the vehicle 1 with articulated steering.
  • the second axis 3b rotates about an articulation point, which is guided by the articulated joint 9.
  • the articulation angle can be changed if a greater drive torque is transmitted to the right front wheel 4, that is to say the outer wheel on the curve, such as the left, front wheel 5, that is to say the inner wheel 5 on the curve.
  • Torque vectoring (wheel-specific torque distribution) or EPS (wheel-specific deceleration) is being used more and more frequently, especially in future mobile machines.
  • EPS wheel-specific deceleration
  • FIG. 2 shows the operating principle of the steering by torque vectoring or brake force distribution in vehicles with articulated steering. For example, on the left rear 4 a higher Drive torque transmitted as the right rear wheel 4, the rear axle 3b rotates about the articulation point of the articulated joint.

Abstract

Dans les véhicules, différentes stratégies de direction sont mises en œuvre pour les passages en virage. Ainsi, on connaît, d'après la technique militaire, par exemple le système de direction de véhicules blindés, qui est utilisé dans les véhicules à chenilles mais également dans le matériel de chantier. En l'occurrence, les roues ou chenilles gauches et droites du véhicule sont accélérées ou freinées avec une puissance différente. Ceci permet d'obtenir une direction par entraînement et/ou freinage. Les roues ou les parties de chenilles ne sont pas braquées. Du fait de la différence de vitesses de rotation des roues ou de vitesses des chenilles, il se crée un couple autour de l'axe vertical du véhicule, de sorte que le véhicule tourne. L'invention concerne un véhicule (1) pourvu d'une première partie essieu (2a), la première partie essieu (2a) comprenant un premier essieu (3a), d'une deuxième partie essieu (2b), la deuxième partie essieu (2b) comprenant un deuxième essieu (3b), d'un ensemble à couple d'entraînement (10) à contrôle sélectif par roue, au moins l'un des essieux (3a, 3b) étant réalisé sous la forme d'un essieu soumis à un couple par l'ensemble à couple d'entraînement (10) à contrôle sélectif par roue, et d'un dispositif de commande (6), le dispositif de commande (6) étant réalisé pour commander l'ensemble à couple d'entraînement (10) à contrôle sélectif par roue afin de mettre en œuvre un ordre de direction lorsque le véhicule (1) réalise un passage en virage, et d'une articulation pivotante (9), la première et la deuxième partie essieu (2a, 2b) étant accouplées l'une à l'autre par l'articulation pivotante (9).
EP18785498.9A 2017-11-08 2018-09-14 Véhicule comprenant un ensemble à couple d'entraînement à contrôle sélectif par roue et une articulation pivotante et procédé de commande du véhicule Withdrawn EP3707060A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017126088 2017-11-08
PCT/DE2018/100785 WO2019091510A1 (fr) 2017-11-08 2018-09-14 Véhicule comprenant un ensemble à couple d'entraînement à contrôle sélectif par roue et une articulation pivotante et procédé de commande du véhicule

Publications (1)

Publication Number Publication Date
EP3707060A1 true EP3707060A1 (fr) 2020-09-16

Family

ID=63833745

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18785498.9A Withdrawn EP3707060A1 (fr) 2017-11-08 2018-09-14 Véhicule comprenant un ensemble à couple d'entraînement à contrôle sélectif par roue et une articulation pivotante et procédé de commande du véhicule

Country Status (7)

Country Link
US (1) US20200353931A1 (fr)
EP (1) EP3707060A1 (fr)
JP (1) JP2021502297A (fr)
KR (1) KR20200085277A (fr)
CN (1) CN111372836A (fr)
DE (1) DE102018120161A1 (fr)
WO (1) WO2019091510A1 (fr)

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Publication number Priority date Publication date Assignee Title
EP3999403A4 (fr) * 2019-07-19 2023-04-05 Prinoth Ltd Agencement de véhicule à chenilles comprenant un véhicule principal et une remorque
DE102019127269A1 (de) * 2019-10-10 2021-04-15 Schaeffler Technologies AG & Co. KG Knicklenkerfahrzeug und Verfahren zur sicheren Lenkung und Spurhaltung eines Knicklenkerfahrzeugs
KR20210064634A (ko) * 2019-11-26 2021-06-03 현대자동차주식회사 인휠모터 차량의 스티어링 부하 축소를 위한 제어 방법
US20220097764A1 (en) * 2020-09-28 2022-03-31 Artisan Vehicle Systems, Inc. Steering system for articulated vehicle
CN117775103B (zh) * 2024-02-27 2024-05-07 太原理工大学 一种差动-液压高低频动态协同的铰接车辆转向控制系统

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JP2748501B2 (ja) * 1989-02-23 1998-05-06 新神戸電機株式会社 無人誘導式ゴルフバッグ運搬車
US5529136A (en) * 1995-04-13 1996-06-25 Caterpillar Inc. Articulated machine with powered differential steering
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SE526740C2 (sv) * 2003-11-14 2005-11-01 Lennart Lundstroem Fordon med elektrisk framdrivning
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CN105857393B (zh) * 2016-04-11 2017-11-17 北京科技大学 全轮独立电驱动铰接车的差动辅助线控液压转向方法
CN107117203B (zh) * 2017-04-27 2019-06-28 江苏大学 一种用于汽车驱动桥的差矩助力转向系统及其控制方法

Also Published As

Publication number Publication date
WO2019091510A1 (fr) 2019-05-16
US20200353931A1 (en) 2020-11-12
KR20200085277A (ko) 2020-07-14
CN111372836A (zh) 2020-07-03
DE102018120161A1 (de) 2019-05-09
JP2021502297A (ja) 2021-01-28

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