WO2004022411A1 - Device and method providing steering assistance in electromechanically steered vehicles - Google Patents

Device and method providing steering assistance in electromechanically steered vehicles Download PDF

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Publication number
WO2004022411A1
WO2004022411A1 PCT/EP2003/009288 EP0309288W WO2004022411A1 WO 2004022411 A1 WO2004022411 A1 WO 2004022411A1 EP 0309288 W EP0309288 W EP 0309288W WO 2004022411 A1 WO2004022411 A1 WO 2004022411A1
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WO
WIPO (PCT)
Prior art keywords
steering
support
end stop
angle
assistance
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PCT/EP2003/009288
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German (de)
French (fr)
Inventor
Olaf Kwasny
Klaus Wahnschaffe
Holger Manz
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Volkswagen
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Filing date
Publication date
Application filed by Volkswagen filed Critical Volkswagen
Publication of WO2004022411A1 publication Critical patent/WO2004022411A1/en

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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
    • B62D5/04—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

Definitions

  • the invention relates to a device and a method for steering assistance for vehicles with electromechanical steering.
  • a central steering limiting valve which lowers a working pressure of the servomotor when a maximum value of a steering angle of a vehicle wheel determined by mechanical end stops on the vehicle is reached, is both directly connected to the pump pressure line of a power steering pump connected to the servomotor and can also be controlled by sensing elements influenced by the steering angle.
  • An analog valve used as a steering limiting valve is influenced by a control signal in such a way that the working pressure is reduced in proportion to the increase in the steering angle.
  • electromechanical steering systems are known, an auxiliary force being applied by an electric servo motor in addition to a steering angle specified by the driver by means of a steering wheel via a continuous mechanical connection.
  • An adjustment angle applied overall by the steering means and servo motor is limited by mechanical end stops. If an end stop is not recognized, the servo motor continues to support with high current. This can result in high power and thus fuel consumption or a failure of the steering as a result.
  • the invention is therefore based on the technical problem of creating a device and a method for driving situation-dependent steering support for vehicles with electromechanical steering, electronic components being protected against overloading.
  • a support angle and / or support torque applied by a servo motor for the steering support becomes dependent on the driving situation, for example depending on a steering angle, controlled and / or regulated, the support angle and / or the support torque is reduced by a variable software end stop, the software end stop being increased at least with increasing steering angle.
  • An angle value can be determined, for example, as a software end stop, by means of which the support angle is reduced or a torque which counteracts the support torque.
  • the software stop which reduces steering assistance, prevents the servo motor from overheating and reduces the average power consumption.
  • an end stop is suggested to a driver which corresponds to an end stop known, for example, from hydraulic systems. This leads to an improvement in a steering feel in the area of a mechanical end stop. This also protects the mechanical components against being turned too quickly into the end stop.
  • the software end stop is additionally dependent on a steering angular velocity. Taking the steering angular velocity into account has a damping effect, so that protection against rapid turning into the mechanical end stop is improved.
  • the software end stop is determined from at least one spring characteristic and one damper characteristic.
  • the spring support reduces the steering assistance in the vicinity of the mechanical end stop in quasi-static conditions.
  • the damper characteristic prevents the steering from being steered into the mechanical end stop at too high a steering angle speed.
  • Fig. 1 shows a schematic diagram of an electromechanical steering
  • Fig. 1 shows a schematic diagram of an electromechanical steering system with steering support, comprising a steering means 1 designed as a steering wheel and a servo motor 2, which are connected to a rack 3 via gears 11, 21.
  • the rack 3 can be controlled via a known steering connection, not shown also not shown steerable wheels of a vehicle connected.
  • the steering means 1 is operatively connected via a torsion bar 10 and the gear 11 to the rack 3.
  • an assist torque determined in a computing unit 4 is additionally applied by the servo motor 2.
  • An additional movement of the rack 3 by the servo motor 2 leads to a torsion of the torsion bar 10.
  • the torsion of the torsion bar 10 can be measured by a known torque sensor 51.
  • a driving situation of the vehicle can be described by driving speed v, steering angle ⁇ , steering angle speed ⁇ ° and steering torque ⁇ ⁇ .
  • the driving speed v is determined by a sensor 52, for example a speedometer, the steering angle ⁇ by a sensor 53.
  • the steering angle speed ⁇ ° is determined by a sensor 54.
  • All recorded values of the driving situation are fed to the computing unit 4.
  • a support moment and / or a support angle is determined on the basis of this data.
  • a software stop 6 is also determined as a function of the steering angle ⁇ and the steering angle speed ⁇ ° .
  • the software stop 6 can be integrated into the computing unit 4 or can be trained with its own computing unit.
  • the software end stop 6 reduces steering assistance when a mechanical end stop of the steering angle ⁇ is reached, which results in significant advantages.
  • the detection leads to a reduction in the average current consumption and thus to a reduction in fuel consumption, an improvement in the steering feel at the stop, protection of the mechanical components against too rapid turning into the mechanical end stop and protection of the electronic components against overheating.
  • a reduction in the support provided by the servo motor depending on the steering angle is achieved using two characteristic curves, a so-called spring characteristic and a damper characteristic. While the spring characteristic has the task of reducing the steering assistance in a quasi-static state, the damper characteristic prevents the steering from being steered into the stop at too high a steering angle speed.
  • FIG. 2 schematically shows a course of the software stop 6 determined as a function of the steering angle ⁇ .
  • the dashed line shows a maximum value of the steering angle ⁇ max .

Abstract

The invention relates to a device and a method providing steering assistance in electromechanically steered vehicles, according to which steerable vehicle wheels are connected in a driving manner to an electric servomotor (2) and a steering means (1) that can be influenced by a driver, an assistance angle and/or assistance moment supplied by the servomotor (2) for steering assistance is/are controlled and/or regulated according to the driving situation, and the assistance angle and/or the assistance moment is/are reduced by a variable software end stop (6), said software end stop (6) being increased at least when the steering angle (d) increases.

Description

Vorrichtung und Verfahren zur Lenkunterstützung für Fahrzeuge mit elektromechanischer Lenkung Device and method for steering assistance for vehicles with electromechanical steering
Die Erfindung bezieht sich auf eine Vorrichtung und ein Verfahren für eine Lenkunterstützung für Fahrzeuge mit elektromechanischer Lenkung.The invention relates to a device and a method for steering assistance for vehicles with electromechanical steering.
Lenkungen, durch welche lenkbare Fahrzeugrader zusätzlich zu einem durch einen Fahrer mittels eines Lenkrades über eine durchgehende mechanische Verbindung aufgebrachten Lenkwinkels durch einen Druckmittel-Servomotor angetrieben werden, sind beispielsweise aus der DE 3539607 A1 bekannt. Ein zentrales Lenkbegrenzungsventil, welches beim Erreichen eines durch mechanische Endanschläge am Fahrzeug festgelegten Maximalwertes eines Einschlagwinkels eines Fahrzeugrades einen Arbeitsdruck des Servomotors absenkt, ist sowohl unmittelbar mit der Pumpendruckleitung einer an den Servomotor angeschlossenen Lenkhelfpumpe verbunden als auch durch vom Einschlagwinkel beeinflußte Fühlorgane steuerbar. Ein als Lenkbegrenzungsventil verwendetes Analogventil ist von einem Steuersignal derart beeinflußt, daß der Arbeitsdruck in proportionaler Abhängigkeit zum Ansteigen des Einschlagwinkels abgesenkt wird.Steering, by means of which steerable vehicle wheels are driven by a pressure medium servo motor in addition to a steering angle applied by a driver by means of a steering wheel via a continuous mechanical connection, are known for example from DE 3539607 A1. A central steering limiting valve, which lowers a working pressure of the servomotor when a maximum value of a steering angle of a vehicle wheel determined by mechanical end stops on the vehicle is reached, is both directly connected to the pump pressure line of a power steering pump connected to the servomotor and can also be controlled by sensing elements influenced by the steering angle. An analog valve used as a steering limiting valve is influenced by a control signal in such a way that the working pressure is reduced in proportion to the increase in the steering angle.
Daneben sind elektromechanische Lenkungen bekannt, wobei eine Unterstützungskraft durch einen elektrischen Servomotor zusätzlich zu einem durch den Fahrer mittels eines Lenkrads über eine durchgehende mechanische Verbindung vorgegebenen Lenkwinkels aufgebracht wird. Ein insgesamt durch Lenkmittel und Servomotor aufgebrachter Stellwinkel ist durch mechanische Endanschläge begrenzt. Wird ein Erreichen eines Endanschlags nicht erkannt, so unterstützt der Servomotor mit hohem Strom weiter. Dies kann einen hohen Strom- und damit Kraftstoffverbrauch oder einen Ausfall der Lenkung als Folge haben.In addition, electromechanical steering systems are known, an auxiliary force being applied by an electric servo motor in addition to a steering angle specified by the driver by means of a steering wheel via a continuous mechanical connection. An adjustment angle applied overall by the steering means and servo motor is limited by mechanical end stops. If an end stop is not recognized, the servo motor continues to support with high current. This can result in high power and thus fuel consumption or a failure of the steering as a result.
Der Erfindung liegt daher das technische Problem zugrunde, eine Vorrichtung und ein Verfahren zur fahrsituationsabhängigen Lenkunterstützung für Fahrzeuge mit elektromechanischer Lenkung zu schaffen, wobei elektronische Komponenten vor einer Überlastung geschützt werden.The invention is therefore based on the technical problem of creating a device and a method for driving situation-dependent steering support for vehicles with electromechanical steering, electronic components being protected against overloading.
Die Lösung des Problems ergibt sich durch die Gegenstände mit den Merkmalen der Ansprüche 1 und 4. Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen.The solution to the problem results from the subjects with the features of claims 1 and 4. Further advantageous refinements of the invention result from the subclaims.
Ein durch einen Servomotor für die Lenkunterstützung aufgebrachter Unterstutzungswinkel und/oder aufgebrachtes Unterstützungsmoment wird fahrsituationsabhangig, beispielsweise in Abhängigkeit eines Lenkwinkels, gesteuert und/oder geregelt, der Unterstutzungswinkel und/oder das Unterstützungsmoment wird durch einen variablen Software-Endanschlag reduziert, wobei der Software-Endanschlag mindestens mit wachsendem Lenkwinkel erhöht wird. Als Software-Endanschlag ist beispielsweise ein Winkelwert ermittelbar, durch welchen der Unterstutzungswinkel verringert wird oder ein Moment, welches dem Unterstützungsmoment entgegenwirkt. Durch den eine Lenkunterstützung reduzierenden Software-Anschlag wird eine Überhitzung des Servomotors vermieden und die mittlere Stromaufnahme verringert. Infolge der Reduzierung der Lenkunterstützung wird einem Fahrer ein Endanschlag suggeriert, welcher einem beispielsweise aus hydraulischen Systemen bekannten Endanschlag entspricht. Dies führt zu einer Verbesserung eines Lenkgefühls im Bereich eines mechanischen Endanschlags. Dadurch werden auch die mechanischen Komponenten gegen ein zu schnelles Einlenken in den Endanschlag geschützt.A support angle and / or support torque applied by a servo motor for the steering support becomes dependent on the driving situation, for example depending on a steering angle, controlled and / or regulated, the support angle and / or the support torque is reduced by a variable software end stop, the software end stop being increased at least with increasing steering angle. An angle value can be determined, for example, as a software end stop, by means of which the support angle is reduced or a torque which counteracts the support torque. The software stop, which reduces steering assistance, prevents the servo motor from overheating and reduces the average power consumption. As a result of the reduction in steering assistance, an end stop is suggested to a driver which corresponds to an end stop known, for example, from hydraulic systems. This leads to an improvement in a steering feel in the area of a mechanical end stop. This also protects the mechanical components against being turned too quickly into the end stop.
In einer weiteren Ausführungsform ist der Software-Endanschlag zusätzlich abhängig von einer Lenkwinkelgeschwindigkeit. Eine Berücksichtigung der Lenkwinkelgeschwindigkeit hat eine dämpfende Wirkung, so daß der Schutz gegen ein schnelles Einlenken in den mechanischen Endanschlag verbessert wird.In a further embodiment, the software end stop is additionally dependent on a steering angular velocity. Taking the steering angular velocity into account has a damping effect, so that protection against rapid turning into the mechanical end stop is improved.
In einer weiteren Ausführungsform wird der Software-Endanschlag mindestens aus einer Federkennlinie und einer Dämpferkennlinie ermittelt. Durch die Federkennlinie wird die Lenkunterstützung in Nähe des mechanischen Endanschlags bei quasistatischen Zuständen reduziert. Durch die Dämpferkennlinie wird verhindert, daß mit zu hoher Lenkwinkelgeschwindigkeit in den mechanischen Endanschlag gelenkt wird.In a further embodiment, the software end stop is determined from at least one spring characteristic and one damper characteristic. The spring support reduces the steering assistance in the vicinity of the mechanical end stop in quasi-static conditions. The damper characteristic prevents the steering from being steered into the mechanical end stop at too high a steering angle speed.
Die Erfindung wird nachfolgend anhand eines bevorzugten Ausführungsbeispiels näher erläutert. Die Figuren zeigen:The invention is explained in more detail below on the basis of a preferred exemplary embodiment. The figures show:
Fig. 1 eine Prinzipdarstellung einer elektromechanischen Lenkung mitFig. 1 shows a schematic diagram of an electromechanical steering
Lenkunterstützung und Fig. 2 einen Verlauf eines Software-Anschlags,Steering assistance and FIG. 2 a course of a software attack,
Fig. 1 zeigt eine Prinzipdarstellung einer elektromechanischen Lenkung mit Lenkunterstützung, umfassend ein als Lenkrad ausgebildetes Lenkmittel 1 und einen Servomotor 2, die über Getriebe 1 1 , 21 mit einer Zahnstange 3 verbunden sind. Die Zahnstange 3 ist über eine nicht dargestellte bekannte Lenkverbindung steuerbar mit ebenfalls nicht dargestellten lenkbaren Rädern eines Fahrzeugs verbunden. Das Lenkmittel 1 ist über einen Drehstab 10, und das Getriebe 11 mit der Zahnstange 3 wirkverbunden. Für eine Lenkunterstützung wird zusätzlich durch den Servomotor 2 ein in einer Recheneinheit 4 ermitteltes Unterstützungsmoment aufgebracht. Eine zusätzliche Bewegung der Zahnstange 3 durch den Servomotor 2 führt zu einer Torsion des Drehstabs 10. Die Torsion des Drehstabs 10 ist durch einen bekannten Drehmomentsensor 51 meßbar. Eine Fahrsituation des Fahrzeugs ist durch Fahrgeschwindigkeit v, Lenkwinkel δ, Lenkwinkelgeschwindigkeit δ° und Lenkmoment τδ beschreibbar. Die Fahrgeschwindigkeit v wird durch einen Sensor 52, beispielsweise ein Tachometer, ermittelt, der Lenkwinkel δ durch einen Sensor 53. Die Lenkwinkelgeschwindigkeit δ° wird durch einen Sensor 54 ermittelt. Es ist jedoch auch denkbar, die Lenkwinkelgeschwindigkeit δ° durch eine Ableitung aus dem Lenkwinkel δ zu ermitteln. Alle aufgenommenen Werte der Fahrsituation werden der Recheneinheit 4 zugeführt. In der Recheneinheit 4 wird anhand dieser Daten ein Unterstützungsmoment und/oder ein Unterstutzungswinkel ermittelt.Fig. 1 shows a schematic diagram of an electromechanical steering system with steering support, comprising a steering means 1 designed as a steering wheel and a servo motor 2, which are connected to a rack 3 via gears 11, 21. The rack 3 can be controlled via a known steering connection, not shown also not shown steerable wheels of a vehicle connected. The steering means 1 is operatively connected via a torsion bar 10 and the gear 11 to the rack 3. For steering assistance, an assist torque determined in a computing unit 4 is additionally applied by the servo motor 2. An additional movement of the rack 3 by the servo motor 2 leads to a torsion of the torsion bar 10. The torsion of the torsion bar 10 can be measured by a known torque sensor 51. A driving situation of the vehicle can be described by driving speed v, steering angle δ, steering angle speed δ ° and steering torque τ δ . The driving speed v is determined by a sensor 52, for example a speedometer, the steering angle δ by a sensor 53. The steering angle speed δ ° is determined by a sensor 54. However, it is also conceivable to determine the steering angle speed δ ° by deriving it from the steering angle δ. All recorded values of the driving situation are fed to the computing unit 4. In the computing unit 4, a support moment and / or a support angle is determined on the basis of this data.
In Anhängigkeit des Lenkwinkels δ und der Lenkwinkelgeschwindigkeit δ°wird zudem ein Software-Anschlag 6 ermittelt. Der Software-Anschlag 6 ist in die Recheneinheit 4 integrierbar oder mit einer eigenen Recheneinheit ausbiidbar. Durch den Software- Endanschlag 6 wird eine Lenkunterstützung bei Erreichen eines mechanischen Endanschlags des Lenkwinkels δ reduziert, wodurch wesentliche Vorteile entstehen. Die Erkennung führt zu einer Reduzierung der mittleren Stromaufnahme und damit zu einer Reduzierung des Kraftstoffverbrauchs, einer Verbesserung des Lenkgefühls im Anschlag, einem Schutz der mechanischen Komponenten gegen zu schnelles Einlenken in den mechanischen Endanschlag und einem Schutz der elektronischen Komponenten vor Überhitzung.A software stop 6 is also determined as a function of the steering angle δ and the steering angle speed δ ° . The software stop 6 can be integrated into the computing unit 4 or can be trained with its own computing unit. The software end stop 6 reduces steering assistance when a mechanical end stop of the steering angle δ is reached, which results in significant advantages. The detection leads to a reduction in the average current consumption and thus to a reduction in fuel consumption, an improvement in the steering feel at the stop, protection of the mechanical components against too rapid turning into the mechanical end stop and protection of the electronic components against overheating.
Eine Reduzierung der Unterstützung durch den Servomotor in Abhängigkeit des Lenkwinkels wird über zwei Kennlinien realisiert, einer sogenannten Federkennlinie und einer Dämpferkennlinie. Während die Federkennlinie die Aufgabe der Reduzierung der Lenkunterstützung im quasistatischen Zustand besitzt, verhindert die Dämpferkennlinie, daß mit zu hoher Lenkwinkelgeschwindigkeit in den Anschlag gelenkt wird.A reduction in the support provided by the servo motor depending on the steering angle is achieved using two characteristic curves, a so-called spring characteristic and a damper characteristic. While the spring characteristic has the task of reducing the steering assistance in a quasi-static state, the damper characteristic prevents the steering from being steered into the stop at too high a steering angle speed.
Fig. 2 zeigt schematisch einen Verlauf des ermittelten Software-Anschlags 6 in Abhängigkeit des Lenkwinkels δ. Die gestrichelte Linie zeigt einen Maximalwert des Lenkwinkels δmax an. 2 schematically shows a course of the software stop 6 determined as a function of the steering angle δ. The dashed line shows a maximum value of the steering angle δ max .

Claims

PATENTANSPRÜCHE
1. Vorrichtung für eine Lenkunterstützung für Fahrzeuge mit elektromechanischer Lenkung, wobei lenkbare Fahrzeugrader sowohl mit einem durch einen Fahrer beeinflußbaren Lenkmittel (1 ) als auch mit einem elektrischen Servomotor (2) antreibend verbunden sind, dadurch gekennzeichnet, daß ein durch den Servomotor (2) für die Lenkunterstützung aufgebrachter Unterstutzungswinkel und/oder aufgebrachtes Unterstützungsmoment fahrsituationsabhangig Steuer- und/oder regelbar ist und der Unterstutzungswinkel und/oder das Unterstützungsmoment durch einen variablen Software-Endanschlag (6) reduzierbar ist, wobei der Software- Endanschlag (6) mindestens mit wachsendem Lenkwinkel (δ) erhöht wird.1. Device for a steering support for vehicles with electromechanical steering, wherein steerable vehicle wheels are drivingly connected both with a steering means (1) which can be influenced by a driver and also with an electric servo motor (2), characterized in that a by the servo motor (2) Support angle and / or support torque applied for the steering support can be controlled and / or regulated depending on the driving situation and the support angle and / or support torque can be reduced by a variable software end stop (6), the software end stop (6) at least with increasing steering angle (δ) is increased.
2. Vorrichtung nach Anspruch 1 , dadurch gekennzeichnet, daß der Software- Endanschlag (6) in Abhängigkeit einer Lenkwinkelgeschwindigkeit (δ°) ermittelbar ist.2. Device according to claim 1, characterized in that the software end stop (6) in dependence on a steering angle speed (δ ° ) can be determined.
3. Vorrichtung nach Anspruch 2, dadurch gekennzeichnet, daß der Software- Endanschlag (6) mindestens aus einer Federkennlinie und einer Dämpferkennlinie ermittelbar ist.3. Apparatus according to claim 2, characterized in that the software end stop (6) can be determined at least from a spring characteristic and a damper characteristic.
4. Verfahren für eine Lenkunterstützung für Fahrzeuge mit elektromechanischer Lenkung, wobei lenkbare Fahrzeugrader sowohl mit einem durch einen Fahrer beeinflußbaren Lenkmittel (1 ) als auch mit einem elektrischen Servomotor (2) antreibend verbunden sind, dadurch gekennzeichnet, daß ein durch den Servomotor (2) für die Lenkunterstützung aufgebrachter Unterstutzungswinkel und/oder aufgebrachtes Unterstützungsmoment fahrsituationsabhangig gesteuert und/oder geregelt wird und der Unterstutzungswinkel und/oder das Unterstützungsmoment durch einen variablen Software-Endanschlag (6) reduziert wird, wobei der Software- Endanschlag (6) mindestens mit wachsendem Lenkwinkel (δ) erhöht wird.4. A method for a steering support for vehicles with electromechanical steering, wherein steerable vehicle wheels are drivingly connected both with a steering means (1) which can be influenced by a driver and with an electric servo motor (2), characterized in that a servo motor (2) Support angle and / or support torque applied for the steering support is controlled and / or regulated depending on the driving situation and the support angle and / or the support torque is reduced by a variable software end stop (6), the software end stop (6) at least with increasing steering angle ( δ) is increased.
5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, daß der Software- Endanschlag (6) in Abhängigkeit einer Lenkwinkelgeschwindigkeit (δ°) ermittelt wird. Verfahren nach Anspruch 5, dadurch gekennzeichnet, daß der Software- Endanschlag (6) mindestens aus einer Federkennlinie und einer Dämpferkennlinie ermittelt wird. 5. The method according to claim 4, characterized in that the software end stop (6) is determined as a function of a steering angle speed (δ ° ). Method according to claim 5, characterized in that the software end stop (6) is determined at least from a spring characteristic and a damper characteristic.
PCT/EP2003/009288 2002-09-06 2003-08-21 Device and method providing steering assistance in electromechanically steered vehicles WO2004022411A1 (en)

Applications Claiming Priority (2)

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DE10244067.0 2002-09-06
DE2002144067 DE10244067A1 (en) 2002-09-06 2002-09-06 Device and method for steering assistance for vehicles with electromechanical steering

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EP3795454A1 (en) * 2019-09-13 2021-03-24 Jtekt Corporation Steering control device
US11897555B2 (en) 2019-09-13 2024-02-13 Jtekt Corporation Steering control device

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