EP3814198A1 - Steer-by-wire steering system having characteristic curves for a steering ratio adapted to the steering situation - Google Patents
Steer-by-wire steering system having characteristic curves for a steering ratio adapted to the steering situationInfo
- Publication number
- EP3814198A1 EP3814198A1 EP19734335.3A EP19734335A EP3814198A1 EP 3814198 A1 EP3814198 A1 EP 3814198A1 EP 19734335 A EP19734335 A EP 19734335A EP 3814198 A1 EP3814198 A1 EP 3814198A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- steering
- steer
- wheel
- wire
- angle
- 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- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
-
- 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
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0469—End-of-stroke control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
Definitions
- the present invention relates to a steer-by-wire steering system with the features of the preamble of claim 1 and a feedback actuator for such a steer-by-wire steering system.
- a feedback actuator which is arranged on the steering wheel or the steering column and the steering handle
- Steering feel can be used to limit the maximum steering angle of the steering wheel to a certain angle (or a predefined number of revolutions). If, however, the locking torque provided by the feedback actuator is limited, the driver can turn the steering wheel beyond the end stop. In this case, the wheels are no longer steered and the logic is interrupted
- Low vehicle speeds are preferably understood to mean speeds required for parking, which are preferably in a range between 0-35 km / h.
- high vehicle speeds are vehicle speeds in a range between 35 km / h and 250 km / h.
- the area of high vehicle speeds connects seamlessly to the area of low vehicle speeds.
- Steering wheel angles differentiated whose areas are also seamlessly together.
- Small steering wheel angles are preferably steering wheel angles in a range between 0 ° and 180 °, in particular 0 ° and 90 °.
- a steer-by-wire steering system for a motor vehicle comprising a steering actuator which acts on steered wheels and is electronically regulated as a function of a steering wheel steering angle applied to the steering wheel, and which uses a steering gear to steer the steered wheels by a wheel steering angle
- the steer-by-wire steering system has at least two characteristics for a steering ratio between the wheel steering angle and the steering wheel angle, the at least two characteristics for low vehicle speeds and has a characteristic curve for high vehicle speeds, the
- the characteristic curve for low vehicle speeds is linear and the characteristic curve for high vehicle speeds is non-linear. It is also conceivable and possible that the characteristic for low vehicle speeds is not is linear and the characteristic curve for high vehicle speeds is linear.
- nonlinear characteristic curve for high vehicle speeds increases slowly at small steering wheel angles and increases more strongly at large steering wheel angles, the slope being greater at large steering wheel angles than for the linear characteristic curve for low ones
- the non-linear characteristic curve for high vehicle speeds preferably takes place at a maximum value of
- Wheel steering angle a maximum value of the steering wheel angle.
- the entire steering range is therefore available to the driver even at high vehicle speeds, despite indirect steering ratio. It is preferred if the maximum value of the steering wheel angle is predetermined by an end stop on the steering shaft. Between two and sixteen characteristic curves are preferably used. Eight characteristic curves are particularly preferred
- the end stop is preferably determined by interpolation of the characteristic curves.
- the feedback actuator provides the end stop on the steering shaft.
- the driver can overcome the end stop by applying force to the steering wheel.
- Other end stops are also conceivable, in which the driver can all turn the steering wheel beyond the end stop.
- a further characteristic curve is preferably provided, which has a steering ratio for steering back from a steering wheel position that is behind the
- End stop is located, provides.
- this further characteristic curve is linear and has a constant slope.
- the further characteristic curve is non-linear and preferably continuous.
- the non-linearity conveys to the driver
- the gradient of the steering ratio is smaller for larger steering wheel angles than for smaller steering wheel angles.
- the characteristic curve flattens preferably for large steering wheel angles and approaches that Maximum value of the wheel steering angle slow.
- the characteristic curve is preferably linear for small steering wheel angles.
- All characteristic curves preferably run through the origin of the coordinate system, so that a straight position of the wheels corresponds to a center position of the steering wheel.
- the characteristic curves are preferably continuous over the entire value range and have no discontinuities.
- the steer-by-wire steering system preferably comprises a control unit in which the at least two characteristic curves for controlling the steering actuator are stored.
- a feedback actuator for a steer-by-wire steering system of a motor vehicle which, as described above, provides the end stop and has a control unit which comprises the at least two characteristic curves.
- Fig. 6 a linear course of a steering ratio for low and high vehicle speeds, as well
- a steer-by-wire steering system 1 is shown in FIG.
- a steering angle sensor (not shown) is attached to a steering shaft 2 and detects the steering wheel angle (SWA) applied by turning a steering input means 3, which is designed as a steering wheel in the example.
- SWA steering wheel angle
- a steering torque can also be recorded additionally or alternatively.
- a feedback actuator 4 is attached to the steering shaft 2, which serves to simulate the repercussions from the road 5 on the steering wheel 3 and thus provides the driver with feedback on the steering and driving behavior of the vehicle
- the driver's steering request is transmitted to a control unit 7 via signal lines 6 via the angle of rotation of the steering shaft 2 measured by the angle of rotation sensor.
- the control unit 7 transmits the driver's steering request via a signal line 8 to an electric steering actuator 9, which controls the position of the steered wheels 10.
- the steering actuator 9 acts via a handlebar steering gear 11, such as a rack and pinion steering gear, as well as tie rods 12 and other components indirectly on the steered wheels 10, which are pivoted by a wheel steering angle (RWA).
- the control unit 7 also preferably controls the feedback actuator 4 via a signal line 13.
- the feedback actuator 4 is designed to block the steering shaft 2 from rotating when a predefined angle of rotation of the steering shaft 2 is exceeded.
- the feedback actuator 4 thus provides an end stop for the steering shaft or the steering wheel.
- the control unit 7 is preferably formed integrally with the feedback actuator 4.
- the control unit 7 comprises characteristic curves which define a steering ratio between the wheel steering angle RWA and the steering wheel angle SWA.
- FIG. 2 shows a course of the wheel steering angle of the steerable wheels RWA as a function of the steering wheel angle SWA. Is on the steering wheel of the End stop 14 provided by the feedback actuator is exceeded, this does not lead to any change in the wheel steering angle. The logical link between the steering wheel angle SWA and the wheel steering angle RWA is lost.
- FIG. 3 shows a case in which the linear translation between the wheel steering angle RWA and the steering wheel angle SWA also when steering back from a steering wheel position that lies behind the end stop (the end stop was
- the wheel steering angle of the steerable wheels is therefore dependent on the
- FIG. 4 shows the dependency of the wheel steering angle on the steering wheel angle when the steering wheel is turned back from a point which lies behind the end stop 14.
- the linear translation is adjusted so that the steerable wheels are in the straight position in the center position of the steering wheel.
- the wheels are corresponding to the translation even when steering back to
- the end stop moves, which gives the driver feedback for the steering input even beyond the end stop.
- FIG. 5 shows a non-linear change in the wheel steering angle as a function of the steering wheel angle.
- This non-linear translation increases driving comfort.
- the gear ratio is almost linear and then flattens out in order to slowly approach the limit value of the maximum wheel steering angle.
- the translation is therefore greater than with large steering wheel angles.
- a change in the steering wheel angle leads to a slight change in the wheel steering angle, which, however, is perceptible to the driver.
- the translation is preferably linear again and the steering ratio is direct.
- the characteristic curve is adjusted so that the steerable wheels are in the straight-ahead position in the center position of the steering wheel.
- FIG. 6 shows a linear change in the wheel steering angle as a function of the steering wheel angle for low vehicle speeds 16 and high vehicle speeds 17.
- the gear ratio in contrast to low vehicle speeds, is lower and thus a change in the
- Steering wheel angle leads to a smaller change in the wheel steering angle.
- the steering or the steering ratio becomes more indirect at high vehicle speeds and nervous steering behavior can be reduced with small steering movements of the wheels, which increases driving comfort.
- a low vehicle speeds however, a
- FIG. 7 shows a characteristic curve for low vehicle speeds 16 and a characteristic curve for high vehicle speeds 17.
- the translation for low vehicle speeds corresponds to the linear translation of FIG. 6.
- the translation is non-linear for high vehicle speeds.
- the ratio between the wheel steering angle and the steering wheel angle for high vehicle speeds is approximately linear for small angles and then increases sharply, so that at the maximum wheel steering angle 18 the end stop of the steering wheel 14 is reached.
- a change in the steering wheel angle with small steering wheel angles leads to a smaller change in the wheel steering angle than with large steering wheel angles.
- the linear range ends and the translation increases up to the end stop 14.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102018115329.5A DE102018115329A1 (en) | 2018-06-26 | 2018-06-26 | Steer-by-wire steering system with characteristic curves for a steering ratio adapted to the steering situation |
PCT/EP2019/066622 WO2020002204A1 (en) | 2018-06-26 | 2019-06-24 | Steer-by-wire steering system having characteristic curves for a steering ratio adapted to the steering situation |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3814198A1 true EP3814198A1 (en) | 2021-05-05 |
Family
ID=67107414
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19734335.3A Withdrawn EP3814198A1 (en) | 2018-06-26 | 2019-06-24 | Steer-by-wire steering system having characteristic curves for a steering ratio adapted to the steering situation |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3814198A1 (en) |
DE (1) | DE102018115329A1 (en) |
WO (1) | WO2020002204A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019214225A1 (en) * | 2019-09-18 | 2021-03-18 | Robert Bosch Gmbh | Method for operating a vehicle with dynamic change of a usable wheel steering angle adjustment range |
DE102020200861B4 (en) | 2020-01-24 | 2023-10-12 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating a steering system |
FR3132498A1 (en) * | 2022-02-07 | 2023-08-11 | Jtekt Europe | Method for determining a reduction ratio for a power steering system as a function of a vehicle speed and a steering wheel angle |
EP4273025A1 (en) | 2022-05-06 | 2023-11-08 | thyssenkrupp Presta Aktiengesellschaft | Steer-by-wire steering system and method for operating a steer-by-wire steering system in a normal operating mode and in a special operating mode |
DE102022204503B3 (en) | 2022-05-06 | 2023-09-07 | Volkswagen Aktiengesellschaft | Method for operating a steering system, computer program product and vehicle |
DE102022205792A1 (en) | 2022-06-08 | 2023-12-14 | Zf Automotive Germany Gmbh | Steer-by-wire steering system and method |
BE1030678B1 (en) | 2022-06-29 | 2024-01-29 | Thyssenkrupp Presta Ag | Steer-by-wire steering system and method for operating a feedback actuator comprising an electric machine in a steering system of a motor vehicle |
BE1030769B1 (en) | 2022-08-12 | 2024-03-11 | Thyssenkrupp Presta Ag | Method and steer-by-wire steering system for limiting the rotation of a steering wheel |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4658927A (en) * | 1984-11-19 | 1987-04-21 | Mazda Motor Corporation | Steering system for vehicle |
US5181173A (en) * | 1991-07-23 | 1993-01-19 | Raymond Corporation | Variable ratio steering system for a motor vehicle |
DE19546943C1 (en) * | 1995-12-15 | 1997-06-19 | Daimler Benz Ag | Steering for non-track-bound vehicles |
DE19600139C1 (en) * | 1996-01-04 | 1997-05-07 | Daimler Benz Ag | Control element arrangement for controlling the steering angle of a motor vehicle |
DE19645646C1 (en) * | 1996-11-06 | 1998-02-12 | Daimler Benz Ag | Steering angle control device e.g. for automobile |
JPH11334627A (en) * | 1998-05-28 | 1999-12-07 | Toyota Motor Corp | Steering control unit for vehicle |
DE10026132A1 (en) * | 2000-05-26 | 2002-02-21 | Trw Automotive Safety Sys Gmbh | Method for controlling the steering angle of a vehicle and system for carrying out the method |
FR2840870B1 (en) * | 2002-06-13 | 2004-08-06 | Renault Sa | METHOD FOR DETERMINING THE DEMULTIPLICATION REPORT OF A MOTOR VEHICLE STEERING |
DE10323975B4 (en) * | 2003-05-27 | 2010-07-01 | Audi Ag | Motor vehicle steering with a variable steering ratio |
DE102004037947B4 (en) * | 2004-08-04 | 2010-05-12 | Günter Fendt | Vehicle with a drive-by-wire steering system for controlling or regulating a direction of travel |
DE102004038008A1 (en) * | 2004-08-04 | 2006-03-16 | Fendt, Günter | Drive-by-wire control system for motor vehicle, has control mechanism provided for aligning steering wheel, and including function that depends upon driving direction, where connection does not exist between interface and mechanism |
WO2007031817A1 (en) * | 2005-09-16 | 2007-03-22 | Renault Trucks | Method of controlling a steer by wire steering system |
DE102006023562B4 (en) * | 2006-05-19 | 2009-10-29 | Audi Ag | Method and motor vehicle for characteristic or map-dependent variation of the angular transmission between a steering wheel angle of a steering wheel and the wheel steering angle responsible for the vehicle steering wheels of a motor vehicle with an active steering system |
JP2008195188A (en) * | 2007-02-13 | 2008-08-28 | Honda Motor Co Ltd | Steering device for vehicle |
DE112009004544B4 (en) * | 2009-03-25 | 2015-05-28 | Toyota Jidosha Kabushiki Kaisha | Steering device of a vehicle |
DE102009044998A1 (en) * | 2009-09-25 | 2011-03-31 | Zf Lenksysteme Gmbh | Electronic servo steering system operating method for motor vehicle, involves considering current vehicle-specific variable and/or current environmental condition by utilizable function during determination of variable gear ratio |
DE102011085382A1 (en) * | 2011-10-28 | 2013-05-02 | Bayerische Motoren Werke Aktiengesellschaft | Method for operating steering system of motor car, involves adjusting steering ratio in region close to end stop during returning back of driver, where ratio is changed over to indirect steering ratio in proximity of neutral position |
-
2018
- 2018-06-26 DE DE102018115329.5A patent/DE102018115329A1/en active Pending
-
2019
- 2019-06-24 WO PCT/EP2019/066622 patent/WO2020002204A1/en unknown
- 2019-06-24 EP EP19734335.3A patent/EP3814198A1/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
WO2020002204A1 (en) | 2020-01-02 |
DE102018115329A1 (en) | 2020-01-02 |
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