WO2005075277A1 - Procede et systeme d'aide au braquage de roues directrices de vehicule ainsi equipe - Google Patents
Procede et systeme d'aide au braquage de roues directrices de vehicule ainsi equipe Download PDFInfo
- Publication number
- WO2005075277A1 WO2005075277A1 PCT/FR2005/050069 FR2005050069W WO2005075277A1 WO 2005075277 A1 WO2005075277 A1 WO 2005075277A1 FR 2005050069 W FR2005050069 W FR 2005050069W WO 2005075277 A1 WO2005075277 A1 WO 2005075277A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- steering wheel
- steering
- vehicle
- advance
- angular
- Prior art date
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
- B62D5/008—Changing the transfer ratio between the steering wheel and the steering gear by variable supply of energy, e.g. by using a superposition gear
Definitions
- the present invention relates to the field of land vehicle steering, in particular motor vehicles provided with a power steering mechanism or an electric steering.
- motor vehicles are provided with a chassis, a passenger compartment, wheels connected to the chassis by a suspension mechanism with front steering wheels controlled by a steering wheel available to the driver in the passenger compartment of the vehicle.
- a steering column integral in rotation with the steering wheel, the lower end of which is provided with a pinion acting on a rack making it possible to rotate the wheels around a substantially vertical axis, in order to ensure their orientation and the rotation of the vehicle chassis.
- Such steering mechanisms can be provided with hydraulic or electric assistance making it possible to reduce the efforts of the driver, in particular during maneuvers when stationary, for example a parking maneuver.
- the improved handling of the vehicle was obtained by an increase in the rigidity of the chassis, an improvement in the tires or even a better adjustment of the suspensions.
- the delay time between the driver's action on the steering wheel and the vehicle's turning is variable from one vehicle to another.
- the delay may be harmful, even dangerous.
- an average training driver will give a sudden steering wheel of high amplitude.
- the amplitude given by the driver is increased if the driver feels that the vehicle is not turning immediately.
- the vehicle begins to turn and can deviate significantly from the path desired by the driver who reacts by turning to bring the vehicle back into line.
- the driver's reverse steering can still be excessive.
- the phase shift can be dangerous at this time by making the vehicle unstable by a phenomenon of antinomy between the strokes of the steering wheel and the response of the vehicle.
- the invention aims to improve the dynamic characteristics of the vehicle by an improved steering mechanism.
- the method for assisting the steering of vehicle steering wheels comprises applying a phase advance between a steering wheel and a rack element in order to reduce the response time of the vehicle. to an action by the driver of the vehicle on said steering wheel.
- the response time of a vehicle to an action on the steering wheel was imposed by the elastic kinematics of the trains and the drift of the tires.
- the response time was the result of a compromise between heading stability, angular dynamics and the liveliness of the transient vehicle.
- the response time can be characterized by the delay between a steering wheel kick by the driver and the vehicle turning, in other words, the yaw speed.
- the invention makes it possible to reduce the response time in order to allow higher avoidance maneuvers likely to increase safety.
- the speed of rotation and the angular acceleration of the steering wheel are measured or estimated and a steering wheel turning instruction is issued as a function of said speed of rotation and angular acceleration.
- the setpoint can be produced by a control unit receiving as input said rotation speed and angular acceleration.
- the speed of rotation and the angular acceleration of the steering wheel can be compared with predetermined thresholds, a phase advance being applied in the event of these thresholds being exceeded.
- the steering setpoint can be calculated from the speed of rotation of the steering wheel, the angular acceleration of the steering wheel, and a time advance.
- the time advance can be between 10 and 100 milliseconds, preferably between 40 and 70 milliseconds, for example around 60 milliseconds.
- the phase advance is calculated from the steering angle of the steered wheels and a time advance.
- the time advance can be calculated from the angle of the steering wheel.
- the phase advance can be equal to the sum of the product of the time advance by the speed of rotation and the half product of the square of the time advance by the angular acceleration.
- the relationship between the angle of the rack pinion and the angle of the flywheel depends on the reduction ratio, which can be variable.
- the reduction ratio can be broken down into a static gain corresponding to the reduction in a quasi-static situation and a phase corresponding to an additional elastic kinematics on the steering column.
- the response time of the chassis is added.
- the chassis response time is imposed by the train mechanics.
- the response time between the flywheel and the pinion is modified by applying a negative phase, so that the overall response time is less than the response time due to train mechanics.
- the invention also provides a system for assisting the steering of the steering wheels of a vehicle, comprising means for applying a phase advance between a steering wheel and a rack element. It is thus possible to reduce the response time of the vehicle to an action of the driver of the vehicle on the steering wheel.
- the system comprises a sensor for parameters of rotation of the steering wheel.
- the sensor can be of the optical or even magnetic type, for example with Hall effect.
- the means for applying a phase advance comprises a control unit receiving as input parameters of rotation of the steering wheel, and provided with calculation means for calculating a phase advance as a function of parameters of rotation of the steering wheel. direction.
- the system comprises a control unit capable of applying a phase advance as a function of rotation parameters of the steering wheel and an actuator capable of moving the steering rack, in particular in response to an order from the control unit.
- the means for applying a phase advance comprises a means for calculating a time advance as a function of angular parameters of the steering wheel, and a means for calculating a steering angle setpoint as a function steering angle parameters for the steered wheels and the time advance.
- the means for calculating a steering angle setpoint may comprise a differentiator for calculating the angular steering speed of the vehicle wheels and the angular acceleration of the steering of the vehicle wheels from the angular steering position of the vehicle wheels .
- the means for calculating a steering angle setpoint may include a calculating element for calculating the steering angle setpoint from the angular steering position of the vehicle wheels, the speed steering angle of the vehicle wheels, angular steering acceleration of the vehicle wheels and time advance.
- the means for calculating a time advance as a function of angular parameters of the steering wheel comprises an element of fuzzy logic for developing a confidence index and a table for deducing from the confidence index a time advance.
- the means for calculating a time advance may include a differentiator for calculating the angular velocity and the angular acceleration from the angular position of the steering wheel.
- the invention also provides a vehicle comprising a chassis, at least three wheels including a steering wheel and a steering assistance system for steering wheels of a vehicle provided with means for applying a phase advance between a steering wheel and a rack element to reduce the response time of the vehicle to an action of the driver on the steering wheel.
- the vehicle may include an electric steering, or an electric power steering or a hydraulic power steering.
- FIG. 1 is a schematic view from above of a vehicle equipped with the steering assistance system according to one aspect of the invention
- FIG. 2 is a simplified flowchart of the dynamic operation of the vehicle
- - Figure 3 is a logic diagram of the operation of a vehicle steering
- - Figure 4 shows a flowchart according to another embodiment of the invention.
- the vehicle 1 comprises a chassis 2, two front steering wheels 3 and 4 and two rear wheels, the wheels being connected to the chassis 2 by a suspension mechanism not shown.
- Each front wheel 3, 4 is equipped with a sensor 5, 6 for the angular position of said front wheel 3, 4.
- the vehicle 1 is completed by a steering system 7 comprising a steering wheel 8 arranged in a passenger compartment, not shown, of the vehicle 1, a sensor 9 of the angular position of the steering wheel 8, a central unit 10 connected by a wired connection 11 to the sensor 9 to receive information relating to the angular position of the steering wheel 9, an actuator 12 connected by a wired connection 13 to the central unit 10 to receive orders from the central unit 10 and a rack 14 connecting the actuator 12 to the steered wheels 3 and 4.
- the central unit 10 is also connected to the sensors 5 and 6 for the angle turning angle ⁇ (t) of the front wheels.
- the steering angle cx, (t) can be equal to the average of the angles ⁇ 5 (t) and ⁇ â (t) measured by the sensors 5 and 6
- the sensor 9 is capable of detecting rotation parameters of the steering wheel of direction, for example the angle ce.
- the sensor can be of the optical or magnetic type, for example Hall effect, cooperating with an encoder angularly secured to the steering column while the sensor is non-rotating.
- the central unit 10 can be produced in the form of a dedicated circuit, for example of the ASIC type, or of a microcontroller equipped with at least one memory and making it possible, from the information received from the sensor 9, to calculate the angular speed at and the angular acceleration of the steering wheel 8. As illustrated in FIG. 2, the calculation of the angular speed ⁇ and the angular acceleration at the steering wheel 8 is carried out in step 15. In step 16, which can be performed at the same time as step 15, the central unit extracts a speed threshold from the memory and step 17 makes a comparison between the speed threshold and the angular speed at calculated in step 15. If the angular speed calculated at is less than the threshold, then the central unit repeats step 15.
- Step 18 which can be carried out simultaneously with steps 16 and 17, consists for the central unit in taking an angular acceleration threshold in the memory.
- the central unit performs a comparison between the angular acceleration to be calculated in step 15 and the acceleration threshold extracted from the memory in step 18. If the calculated angular acceleration ⁇ is less at the threshold, then the central unit repeats step 15. On the contrary, if the calculated angular acceleration ⁇ is greater than the threshold, then the central unit goes to step 20. It will be understood that the order in which are performed steps 17 and 19 can be reversed.
- step 20 the central unit performs a calculation of the time advance t 1 to be applied by the actuator 12 taking into account the exceeding of the two thresholds and the value of the angular speed ⁇ and the angular acceleration ⁇ .
- the setpoint a z to be applied is then sent to the actuator 12 by the wire connection 13.
- the phase advance ⁇ expressed in angle units is equal to: ⁇ ⁇ tj ⁇ (t) + t j 2 c ⁇ (t) / 2.
- the time advance expressed in time units is t 1 .
- the central unit 10 may be provided with a map making it possible to determine a phase advance value as a function of the angular speed ⁇ and the angular acceleration at.
- the mapping then provides for zero phase advance in the event of an angular speed ⁇ or an angular acceleration ⁇ lower than one of said aforementioned thresholds.
- FIG 3 the operation of a vehicle steering is illustrated.
- a conductor acts on a steering wheel 8 provided with a displacement parameters sensor 9.
- the connection between the steering wheel 8 and the rack 14 is characterized by a gain 21 and a phase 22 resulting in a delay tj in the case of a classic direction.
- the characteristics of chassis 2 and wheels 3 to 6 result in a delay t 2 before the yaw speed of chassis 2 changes.
- the central unit 10 therefore makes it possible to act on phase 22 by applying a negative phase tj making it possible to reduce the response time so that the overall response time becomes less than t 2 .
- the advance tj can be of the order of 60 milliseconds for a vehicle exhibiting a delay t 2 of the order of 140 milliseconds. More generally, the advance t x can be between 10 and 100 milliseconds, preferably between 40 and 70 milliseconds.
- the central unit 10 comprises a situation detection module 23, a table 24 and a module 25 for calculating the setpoint angle ⁇ c (t).
- the situation detection module 23 comprises a filter 26, a differentiator 27, and a fuzzy logic element 28.
- the situation detection module 23 receives as an input the steering wheel angle v (t) measured by the sensor 9.
- the filter 26 filters the steering wheel angle ⁇ v (t) and provides a filtered steering wheel angle oc vf (t) to the derivator 27, and to the fuzzy logic element 28.
- the derivator 27 calculates the speed ⁇ v (t) and, the angular acceleration ⁇ v (t) of the steering wheel.
- the element of fuzzy logic 28 receives the filtered steering wheel angle vf (t), the angular speed ⁇ v (t) and the acceleration ⁇ v (t) of the steering wheel, and calculates a situation confidence index h u . sent at the output of the situation detection module 23 to the table 24.
- the table 24 links the situation confidence index h u to a time advance t r sent at the output of the said table 24 to the module 25 for calculating the setpoint angle ⁇ c (t).
- the module 25 receives as input the time advance t x and the steering angle ⁇ (t) of the front wheels.
- the module 25 for calculating the set angle ⁇ c (t) comprises a filter 29, a differentiator 30, and a calculation element 31.
- the filter 29 filters the steering angle ⁇ (t) and provides a filtered steering angle ⁇ t f (t) at the differentiator 30, and at the calculation element 31.
- the differentiator 30 calculates the speed ⁇ (t) and the acceleration at () steering angles.
- the fuzzy logic element allows adaptation to different situations, in particular by increasing the number of fuzzy laws and / or inputs of said element.
- the time advance is therefore of value adapted to the circumstances.
- the invention therefore makes it possible to improve the behavior of a vehicle when passing a baffle. Tests have shown a drift in the center of gravity of the vehicle reduced by more than 30% and angles of rotation of the steering wheel reduced by around 50%.
- the vehicle equipped with the steering aid is more reactive with reduced amplitudes of steering wheel angles and is more easily controlled with lower drift angles.
- the invention applies to light vehicles, heavy goods vehicles including multiple steering axles, three-wheeled vehicles, public works or agricultural vehicles or even tracked vehicles.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05726344A EP1713680B1 (fr) | 2004-02-06 | 2005-02-04 | Procede et systeme d'aide au braquage de roues directrices de vehicule ainsi equipe |
US10/587,970 US8359138B2 (en) | 2004-02-06 | 2005-02-04 | Method and system for assisting the steering of steered wheels of a vehicle thus equipped |
DE602005005792T DE602005005792T2 (de) | 2004-02-06 | 2005-02-04 | Verfahren und system zur unterstützung der lenkung von gelenkten rädern eines so ausgestatteten fahrzeugs |
JP2006551894A JP4614976B2 (ja) | 2004-02-06 | 2005-02-04 | 自動車の操舵車輪の操舵支援方法及び操舵支援装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0401180 | 2004-02-06 | ||
FR0401180A FR2865989B1 (fr) | 2004-02-06 | 2004-02-06 | Procede et systeme d'aide au braquage de roues directrices de vehicule ainsi equipe. |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005075277A1 true WO2005075277A1 (fr) | 2005-08-18 |
Family
ID=34778579
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2005/050069 WO2005075277A1 (fr) | 2004-02-06 | 2005-02-04 | Procede et systeme d'aide au braquage de roues directrices de vehicule ainsi equipe |
Country Status (8)
Country | Link |
---|---|
US (1) | US8359138B2 (fr) |
EP (1) | EP1713680B1 (fr) |
JP (1) | JP4614976B2 (fr) |
AT (1) | ATE391067T1 (fr) |
DE (1) | DE602005005792T2 (fr) |
ES (1) | ES2303237T3 (fr) |
FR (1) | FR2865989B1 (fr) |
WO (1) | WO2005075277A1 (fr) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2908377B1 (fr) * | 2006-11-10 | 2009-07-03 | Renault Sas | Dispositif de commande d'un systeme de direction electrique decouplee pour vehicule automobile |
FR2928126B1 (fr) * | 2008-02-29 | 2010-03-12 | Renault Sas | Systeme de direction a commande electronique. |
DE102012112043A1 (de) * | 2012-12-10 | 2014-06-12 | Continental Teves Ag & Co. Ohg | Verfahren zur Lenkunterstützung für ein Fahrzeug |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4120069A1 (de) * | 1990-06-19 | 1992-01-09 | Nissan Motor | Fahrzeugregelungssystem |
US5884724A (en) | 1995-12-15 | 1999-03-23 | Mercedes-Benz Ag | Steering system for a non-track vehicle |
WO2003022648A1 (fr) * | 2001-09-07 | 2003-03-20 | Continental Teves Ag & Co.Ohg | Procede permettant de realiser une operation automatique de freinage |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2220179A (en) * | 1988-04-21 | 1990-01-04 | Fuji Heavy Ind Ltd | Motor control apparatus for electric power steering system. |
JPH04133860A (ja) * | 1990-09-25 | 1992-05-07 | Honda Motor Co Ltd | 車輌用操舵装置の制御方法 |
JP3951205B2 (ja) * | 1998-05-19 | 2007-08-01 | 株式会社デンソー | パワーステアリング方法およびパワーステアリング装置 |
JP3353770B2 (ja) * | 1999-08-19 | 2002-12-03 | 三菱電機株式会社 | 電動式パワーステアリング制御装置 |
JP3412579B2 (ja) * | 1999-10-19 | 2003-06-03 | トヨタ自動車株式会社 | 車両の電動パワーステアリング装置 |
JP3698613B2 (ja) * | 2000-03-28 | 2005-09-21 | 光洋精工株式会社 | 電動パワーステアリング装置 |
JP3777961B2 (ja) * | 2000-09-11 | 2006-05-24 | 日本精工株式会社 | 電動パワーステアリング装置の制御装置 |
JP4293734B2 (ja) * | 2001-01-17 | 2009-07-08 | 三菱電機株式会社 | 電動式パワーステアリング制御装置 |
JP3847179B2 (ja) * | 2002-01-31 | 2006-11-15 | 株式会社ジェイテクト | 電動パワーステアリング装置 |
JP3850735B2 (ja) * | 2002-02-04 | 2006-11-29 | 株式会社ジェイテクト | 電動パワーステアリング装置 |
US6799105B2 (en) * | 2002-10-01 | 2004-09-28 | Visteon Global Technologies, Inc. | Variable steering ratio control system and method |
JP4269677B2 (ja) * | 2002-12-24 | 2009-05-27 | 株式会社ジェイテクト | 電動パワーステアリング装置 |
US6863150B1 (en) * | 2003-09-25 | 2005-03-08 | Mitsubishi Denki Kabushiki Kaisha | Electric power steering control apparatus |
-
2004
- 2004-02-06 FR FR0401180A patent/FR2865989B1/fr not_active Expired - Fee Related
-
2005
- 2005-02-04 US US10/587,970 patent/US8359138B2/en not_active Expired - Fee Related
- 2005-02-04 EP EP05726344A patent/EP1713680B1/fr not_active Not-in-force
- 2005-02-04 JP JP2006551894A patent/JP4614976B2/ja not_active Expired - Fee Related
- 2005-02-04 ES ES05726344T patent/ES2303237T3/es active Active
- 2005-02-04 WO PCT/FR2005/050069 patent/WO2005075277A1/fr active IP Right Grant
- 2005-02-04 DE DE602005005792T patent/DE602005005792T2/de active Active
- 2005-02-04 AT AT05726344T patent/ATE391067T1/de not_active IP Right Cessation
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4120069A1 (de) * | 1990-06-19 | 1992-01-09 | Nissan Motor | Fahrzeugregelungssystem |
US5884724A (en) | 1995-12-15 | 1999-03-23 | Mercedes-Benz Ag | Steering system for a non-track vehicle |
WO2003022648A1 (fr) * | 2001-09-07 | 2003-03-20 | Continental Teves Ag & Co.Ohg | Procede permettant de realiser une operation automatique de freinage |
Also Published As
Publication number | Publication date |
---|---|
DE602005005792T2 (de) | 2009-04-30 |
ES2303237T3 (es) | 2008-08-01 |
EP1713680B1 (fr) | 2008-04-02 |
FR2865989B1 (fr) | 2007-05-11 |
DE602005005792D1 (de) | 2008-05-15 |
JP2007520392A (ja) | 2007-07-26 |
US20070299585A1 (en) | 2007-12-27 |
US8359138B2 (en) | 2013-01-22 |
ATE391067T1 (de) | 2008-04-15 |
FR2865989A1 (fr) | 2005-08-12 |
JP4614976B2 (ja) | 2011-01-19 |
EP1713680A1 (fr) | 2006-10-25 |
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