Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D15/00—Steering not otherwise provided for
  • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
  • B62D15/021—Determination of steering angle
  • B62D15/0245—Means or methods for determination of the central position of the steering system, e.g. straight ahead position
• • 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
  • B62D5/0466—Controlling the motor for returning the steering wheel to neutral position
• • 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
  • B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel

Definitions

• Road surface characteristics or changes in the vehicle can cause the vehicle to skew so that the vehicle pulls to one side.
• the skewing may be caused by an entertaining driving situation or may affect the straight-ahead driving in the long term due to changes in the vehicle.
• a steering angle correction for a power steering system is known from DE 69705365 T2, by means of which a driver is supported when the vehicle is traveling straight ahead. For this purpose, a steering angle and a steering torque are fed to a controller. The controller uses this to determine the necessary valve settings to counteract the misalignment behavior. The controller reacts to an applied steering angle and an applied steering torque without taking into account the current driving situation.
• 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 which correct a variable skew behavior of the vehicle.
• the support angle and / or the support torque is formed at least from a long-term correction value for a long-term correction and / or a short-term correction value for a short-term correction, wherein a difference angle between a steering angle and straight-ahead driving can be detected and at least one correction value can be learned at least depending on the difference angle, and that Long-term correction and / or the short-term correction are switched on and / or off depending on the driving situation, the driving situation being determined in a computing means at least from the steering angle, the steering angle speed and / or the vehicle speed.
• the Long-term correction and short-term correction serve as straight-line correction, by means of which the pulling of a vehicle under various boundary conditions can be avoided.
• the vehicle's skewing can be caused, for example, by an incorrectly calibrated steering angle sensor, tire wear or a road gradient.
• the long-term correction is used to compensate for creeping misalignment.
• a short-term misalignment should be compensated for by the short-term correction.
• the correction values are learned, ie the long-term correction value and the short-term correction value are not constant, but are automatically adapted to changing situations. For safety reasons, straight-ahead correction is only activated in many vehicles at low driving speeds and only for small differential angles, for example below 10 °. An activated straight line correction can be deactivated again depending on the driving situation.
• a work area for short-term correction is usually smaller than a work area for long-term correction.
• the correction value of the long-term correction is determined by an integrator, an initial value of the integrator being stored, for example in an EEPROM.
• a correction value for a straight-ahead correction that has been learned, for example, by means of a long-term correction can be stored in a suitable storage medium, for example an EEPROM, and is thus available again for later trips with the vehicle.
• the stored and / or determined correction value is thus an expected value for a steering angle when driving straight ahead.
• the difference angle between driving straight ahead and the steering angle can be determined from the difference between the expected value and the steering angle. If there was no skewing so far, the correction value is zero.
• a correction or learning speed during the integration can be adjusted by means of a constant factor.
• the correction value is limited by a limitation.
• the correction value of the short-term correction is determined by an integrator, an initial value of the integrator being zero and the integrator being able to be reset to the initial value at least as a function of a correction value of the straight-ahead correction and / or the steering angle speed.
• a short-term correction is necessary, for example, when changing from an inclined street to a straight street.
• no short-term correction should be made in the event of a steering intervention due to the driving situation.
• Such a steering intervention is recognized by a high angular velocity, for example over 500 s. Cornering is recognizable, for example, by high correction values. In order to adapt to the situation changed by the steering intervention and / or after cornering, such driving situations result in the correction value being reset to a starting value.
• Fig. 1 shows a schematic diagram of an electromechanical steering.
• FIG. 1 shows a basic illustration of an electromechanical steering system with steering assistance, 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 is controllably connected via a known steering connection, not shown, to steerable wheels of a vehicle, also not shown.
• 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.
• the support torque is determined depending on a driving situation of the vehicle.
• the driving situation can be described by driving speed v, steering angle ⁇ , steering angle speed ⁇ ° and steering torque ⁇ ⁇ .
• the steering torque ⁇ ⁇ , the steering angle speed ⁇ ° and the steering angle ⁇ are detected by sensor units 51-53.
• the driving speed v is recorded by a sensor 54, for example a speedometer. It is also conceivable to determine the steering angle speed ⁇ ° by deriving it from the steering angle ⁇ . All recorded values of the driving situation are fed to the computing unit 4. In the Computing unit 4 uses this data to determine an assist torque, for example steering assistance through a straight-ahead correction.
• the straight-line correction is only activated when the vehicle speed is low, for example, it can be specified that the vehicle speed is below 35 km / h must be.
• the input value is the steering angle ⁇ .
• the difference ⁇ between a determined long-term correction value ⁇ LK and the applied steering angle ⁇ is formed in a component 41 1.
• the determined long-term correction value ⁇ L ⁇ is also an expected value for an applied steering angle when driving straight ahead.
• the long-term correction value ⁇ L ⁇ is learned.
• the learning method comprises an integrator 412.
• the starting value of the integrator 442 is, for example, a correction value which was learned in an earlier correction.
• the start value is stored in a storage medium 4121, for example an EEPROM.
• the determination of the long-term correction value ⁇ LK is deactivated when the steering angle speed ⁇ ° exceeds a predetermined working range and / or when the difference ⁇ ; over a period T exceeds a maximum working range ⁇ AL for a long-term correction.
• the first measure prevents situation-related rapid steering interventions from being taken into account; the second measure prevents a long-term correction value ⁇
• the long-term correction is limited to the working range ⁇ AL by a module 413.
• a learning speed for learning the long-term correction value ⁇ ⁇ can be influenced by a constant factor using the integrator 412.
• the difference ⁇ 2 between the long-term correction value ⁇ K and a short-term correction value ⁇ K ⁇ is determined in a block 421.
• the short-term correction value ⁇ K ⁇ is obtained by means of an integrator 422, the starting value for the short-term correction value ⁇ ⁇ «always being zero.
• the work area for a short-term correction is limited by a block 423 to a work area ⁇ A ⁇ , a correction taking place exclusively in this area.
• the work area ⁇ AK for a short-term correction can coincide with the work area ⁇ AL for a long-term correction, but a smaller work area should preferably be selected. Compliance with a maximum correction value is monitored in a block 4221.
• the integrator 422 is reset.
• a short-term correction must be immediately adapted to changing driving situations. For this reason, the integrator 422 reset after a steering intervention.
• a steering intervention can be detected by the steering angle speed ⁇ ° .
• exceeding a maximum value of the steering angular velocity ⁇ ° is monitored.
• a support torque with which the servo motor is controlled can be derived from the determined correction value ⁇
• the correction value can also be applied using a control algorithm.

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)
• Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Related Child Applications (1)

Publications (1)

Family

ID=31502550

Family Applications (1)

Country Status (7)

Cited By (5)

Families Citing this family (25)

Citations (3)

Family Cites Families (12)

• 2002
  • 2002-09-06 DE DE10244070A patent/DE10244070A1/de not_active Withdrawn
• 2003
  • 2003-08-21 JP JP2004533381A patent/JP4431038B2/ja not_active Expired - Lifetime
  • 2003-08-21 AT AT03793743T patent/ATE378232T1/de not_active IP Right Cessation
  • 2003-08-21 WO PCT/EP2003/009289 patent/WO2004022415A1/de not_active Ceased
  • 2003-08-21 CN CNB038212498A patent/CN100384674C/zh not_active Expired - Lifetime
  • 2003-08-21 ES ES03793743T patent/ES2295687T3/es not_active Expired - Lifetime
  • 2003-08-21 EP EP03793743A patent/EP1537005B1/de not_active Expired - Lifetime
  • 2003-08-21 DE DE50308615T patent/DE50308615D1/de not_active Expired - Lifetime

Patent Citations (3)

Also Published As

Similar Documents

Legal Events