WO2023186560A1 - Procédé et dispositif pour contrôler un dispositif de direction d'un véhicule dont les roues sur au moins un essieu se déplacent sur des zones d'une chaussée présentant différents coefficients de frottement - Google Patents

Procédé et dispositif pour contrôler un dispositif de direction d'un véhicule dont les roues sur au moins un essieu se déplacent sur des zones d'une chaussée présentant différents coefficients de frottement Download PDF

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Publication number
WO2023186560A1
WO2023186560A1 PCT/EP2023/056743 EP2023056743W WO2023186560A1 WO 2023186560 A1 WO2023186560 A1 WO 2023186560A1 EP 2023056743 W EP2023056743 W EP 2023056743W WO 2023186560 A1 WO2023186560 A1 WO 2023186560A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
friction
wheels
steering angle
coefficient
Prior art date
Application number
PCT/EP2023/056743
Other languages
German (de)
English (en)
Inventor
Dominik Vogt
Original Assignee
Zf Friedrichshafen Ag
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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2023186560A1 publication Critical patent/WO2023186560A1/fr

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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
    • B62D6/003—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 in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • 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
    • B62D6/003—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 in order to control vehicle yaw movement, i.e. around a vertical axis
    • B62D6/005—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 in order to control vehicle yaw movement, i.e. around a vertical axis treating sensor outputs to obtain the actual yaw rate
    • 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
    • B62D6/006—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 using a measured or estimated road friction coefficient

Definitions

  • the present invention relates to a method and a device for controlling a steering device of a vehicle, the wheels of which move at least one axle on areas of a road, each with a different coefficient of friction, according to the preamble of the independent claims.
  • the present invention creates an improved method and an improved device for controlling a steering device of a vehicle, the wheels of which move at least one axle on areas of a road, each with a different coefficient of friction, according to the main claims.
  • Advantageous refinements result from the subclaims and the following description.
  • the approach presented here creates a method for controlling a steering device of a vehicle whose wheels at least one axle move on areas of a road with different coefficients of friction, the method having the following steps:
  • the steering device is preferably a steer-by-wire steering system, which is preferably used at least on the rear axle of the vehicle as additional rear axle steering that is independent of the front axle steering.
  • Steer-by-wire steering is a mostly electromechanical unit that is decoupled from a mechanical steering handle, e.g. a steering wheel.
  • Steering signals are generated in a control unit based on steering signals and one or more parameters such as vehicle speed, steering wheel angle, current steering angles on the front and/or rear axle, yaw acceleration and/or lateral acceleration of the vehicle, etc.
  • the steering movement is carried out by means of at least one actuator of the steer-by-wire steering, which receives steering signals from the control unit.
  • a spindle or handlebar can be linearly displaced in the actuator by means of a spindle drive, which is directly or indirectly articulated with wheel carriers.
  • a spindle drive which is directly or indirectly articulated with wheel carriers.
  • the wheel carriers By moving the spindle, the wheel carriers can be pivoted about their vertical axis, so that the wheels rotatably mounted on the wheel carriers can be subjected to a change in the wheel steering angle of the respective wheel carrier.
  • the compensation steering angle can be sent as a signal from a control device to the steer-by-wire steering, which changes the wheel steering angle by deflecting the wheels of at least one axle of the vehicle.
  • a speed value representing a vehicle speed, a steering angle with which the steering device controls the vehicle with respect to straight-ahead travel and a coefficient of friction variable can be read in, which represent or map the different coefficients of friction in the areas of the road
  • Vehicle yaw value is determined using the speed value, the steering angle and the coefficient of friction.
  • a vehicle can be understood to mean, for example, a motor vehicle, such as a passenger car, a truck, an omnibus or the like.
  • the vehicle should have at least two lanes, with the wheels on one axle being able to move on different areas of the road that have different coefficients of friction.
  • a coefficient of friction variable can generally be understood as a parameter that represents different coefficients of friction in the areas of the road on which the wheels move on an axle.
  • the coefficient of friction can be a two-dimensional parameter that represents the individual coefficients of friction in the respective areas of the road.
  • the coefficient of friction can also represent a difference between the two relevant coefficients of friction or as a parameter relating to a speed of the wheel(s) and/or as a parameter relating to a brake pressure of a brake - in combination, for example, with the speed or acceleration of the wheel in question - on the wheel(s) provide an indirect indication of what coefficient of friction is currently present on the wheel in question with respect to the road.
  • a vehicle yaw value can be understood as a parameter that represents information about yaw behavior and/or a current yaw movement of the vehicle.
  • the approach presented here is based on the knowledge that it is very efficient and simple by controlling the deflection of the wheels of at least one axle of the vehicle, for example taking into account the vehicle speed, the steering angle and the coefficients of friction of the road areas on which the wheels of the axle move possible to increase the driving safety of the vehicle.
  • This takes advantage of the fact that active steering devices or driver assistance systems are usually already present in the vehicle, which, on the one hand, can already collect and/or process a large number of vehicle and/or driving parameters and, on the other hand, can also carry out physical interventions in vehicle components, for example a steering movement affect the movement of the vehicle.
  • An embodiment of the method proposed here is particularly advantageous in which, in the control step, a deflection of the wheels of a rear axle of the vehicle is controlled by the steering device.
  • Such an embodiment offers the advantage that the control of the deflection of the wheels of a rear axle of the vehicle in particular acts on the vehicle movement very quickly and efficiently, so that safety-critical driving states can be ended as quickly as possible.
  • a reaction of the steering to a manual steering input acting on the wheels of the front axle which could, for example, lead to irritation for the driver, can be avoided.
  • An embodiment of the approach proposed here can be implemented very efficiently, in which, in the reading step, a coefficient of friction is read in as the coefficient of friction of those areas of the road on which the wheels of the vehicle move and/or where the coefficient of friction is a difference between two coefficients of friction Areas of the road on which the vehicle's wheels move are read.
  • at least one speed information about a speed of at least one of the wheels of the vehicle and / or at least a brake pressure of a brake unit on one of the wheels can also be read in as a coefficient of friction in order to determine the coefficient of friction from the speed information and / or the brake pressure.
  • Such an embodiment offers the advantage of being able to implement the approach proposed here with parameters that are usually already recorded in the vehicle. In addition, these parameters can also be recorded or processed very easily from a technical point of view.
  • the method proposed here can be used particularly efficiently and advantageously if, in the actuation step, the steering device of the vehicle is actuated when the vehicle is accelerating and/or driving up an incline, in particular where in the actuation step the steering device of the vehicle is then not actuated when the vehicle brakes and/or travels on a downhill road.
  • Such an embodiment offers the advantage that these roadway inequalities can be efficiently compensated for, especially in vehicle actions in which driving on road areas with different coefficients of friction is particularly problematic for vehicle safety. For example, in other areas in which no particular safety-critical relevance occurs given different road characteristics, a corresponding numerical and/or circuitry effort can be avoided.
  • an output of a larger torque on the wheels can be controlled to that wheel of the wheels which is located on an area of the road that has a higher coefficient of friction.
  • the wheels can be deflected in the direction of that area of the road that has a lower coefficient of friction.
  • the steering signal can not be output in the step of determining the vehicle yaw value and/or in the step of driving if it is recognized that the wheels of the Vehicles each move in an area of the road whose coefficients of friction are the same within a tolerance range.
  • the compensation steering angle is output in the actuation step if the vehicle yaw value is greater than a predetermined yaw threshold value and/or if the speed value represents a vehicle speed that is greater than a speed threshold value and/or if the compensation steering angle is greater than a compensation angle threshold value.
  • the steering signal cannot be output in the actuation step if the vehicle yaw value is not greater than a predetermined yaw threshold value and/or if the speed value represents a vehicle speed that is not greater than a speed threshold value and/or if the compensation steering angle is not greater than is a compensation angle threshold value.
  • Such an embodiment offers the advantage of minor To tolerate deviations in the vehicle yaw rate, the vehicle speed and/or a corresponding compensation steering angle without, for example, requiring active intervention through an embodiment of the approach proposed here. In this way, the available numerical or circuit capacity can be used efficiently without possibly only achieving very minor advantages at great expense.
  • a speed value representing vehicle speeds averaged over several time intervals, a via several time intervals averaged steering angle, with which the steering device controls the vehicle with respect to straight-ahead travel and / or a coefficient of friction averaged over several time intervals, which represent the different coefficients of friction in the areas of the road are read.
  • the step of determining the compensation steering angle can be determined using a control unit, in particular using P, I and/or D control units.
  • the approach presented here also creates a device that is designed to carry out, control or implement the steps of a variant of a method presented here in corresponding devices.
  • This embodiment variant of the invention in the form of a device can also solve the problem on which the invention is based quickly and efficiently.
  • Such a device can be an electrical device that processes electrical signals, for example sensor signals, and outputs control signals depending on them.
  • a device can be designed as a control device.
  • the device can have one or more suitable interfaces, which can be designed in hardware and/or software.
  • the interfaces can, for example, be part of an integrated circuit in which functions of the device are implemented.
  • the interfaces can also be their own integrated circuits or at least partially consist of discrete components.
  • the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.
  • a computer program product with program code which can be stored on a machine-readable medium such as a semiconductor memory, a hard drive memory or an optical memory and is used to carry out the method according to one of the embodiments described above if the program is on a computer or a device is performed.
  • FIG. 1 shows a schematic representation of a vehicle with a device according to an exemplary embodiment, with the vehicle traveling on a road;
  • FIG. 2 shows a block diagram of an exemplary embodiment of a device according to an exemplary embodiment
  • FIG. 3 shows a block diagram to explain part of the procedure proposed here for determining the compensation steering angle using wheel speeds as reference variables for the coefficient of friction;
  • FIG. 5 is a block diagram explaining a procedure for determining the activation of a superposition of the compensation angle signal on the steering angle
  • FIG. 6 is a representation explaining a procedure for determining how a control signal can be determined to control the control input of the switch.
  • FIG. 7 shows a flowchart of an exemplary embodiment of a method for controlling a steering device of a vehicle.
  • Fig. 1 shows a schematic representation of a vehicle 100 which is traveling on a road 105.
  • the roadway 105 has a first area 110 and a second area 115, which have different coefficients of friction.
  • the road is icy, so that adhesion between the wheels 117 of the vehicle 100 is not as high as with the wheels 117 in the first area 110.
  • the vehicle 100 is in the Area of a curve 119 of the road 105 travels at speed v.
  • the wheels 117 of the front axle are, for example, turned to the left with a steering angle 120, so that the vehicle 100 remains on the road 100 when driving through the curve 119 and the direction of travel, Here you can follow curve 119.
  • the steering angles 120 are exaggerated for reasons of clarity.
  • a device 125 for controlling a steering device 127 of the vehicle 100, the wheels 117 of which are located on at least one axle, for example the front axle 129 and/or the rear axle 130, on areas 110 and 115 of the roadway 105 move with different coefficients of friction, e.g. roll.
  • the device 125 comprises a reading interface 132, a determination unit 135 and a control unit 137.
  • the steering devices 126, 127 are shown here in simplified form as steering devices for deflecting the wheels 117 of the front axle 129 and the rear axle 130; However, without limiting the generality, this steering device 127 can also be understood as a unit which can alternatively or additionally steer the wheels 117 of the front axle 129 in the desired direction.
  • a speed value 140 representing a vehicle speed v, the steering angle 120 detected, for example by means of a steering wheel sensor 142, and a coefficient of friction 145 are read into the read-in interface 132.
  • the coefficient of friction can, for example, be divided into several partial variables such as the first partial variable of friction 145a and the second partial variable of friction 145b, for example the first partial variable of friction 145a a speed, a brake pressure on a brake, a current of a motor of the steering and / or another parameter of the wheels 117 represents which move in the area 110 of the road 105 with the higher coefficient of friction.
  • the second coefficient of friction variable 145b can represent a speed, a brake pressure on a brake, a current of a motor of the steering and/or another parameter of the wheels 117, which move in the area 115 of the road 105 with the lower coefficient of friction. It is also conceivable that in the read-in interface 132 from the first coefficient of friction 145 a and the second coefficient of friction 145 b a difference is formed, from which the difference between the two coefficients of friction in the areas 110 and 115 can be seen, which can also be used advantageously for the subsequent determination of the compensation steering angle.
  • a vehicle yaw value 147 is now determined, for example using the speed value 140, the steering angle 120 and the coefficient of friction, which describes a yaw behavior or a yaw movement of the vehicle 100 about a vertical axis.
  • the vehicle yaw value 147 is determined or read in directly by another vehicle unit not described in detail here.
  • a compensation steering angle 150 is determined on the basis of the vehicle yaw value 147 in order to effect a reduction in the yaw movement of the vehicle 100.
  • the determination in the determination unit 135 is carried out in such a way that when a deflection of wheels 1 17 is controlled in accordance with a total steering angle, which is obtained from a superposition or addition of the compensation steering angle 150 with the steering angle 120, a reduction in the yaw of the Vehicle 100 is effected.
  • the deflection of the wheels 117 of at least one axle 129, 130 of the vehicle 100 is then carried out or controlled by the steering device 127 using the compensation steering angle 150.
  • the yaw moment can be compensated for and the vehicle 100 remains in the lane on the road 105 without driver intervention.
  • the stabilizing intervention on the rear axle steering allows the traction control system to provide more torque to the wheels on the high friction side and this accelerates starting, for example.
  • FIG. 2 shows a block diagram of an exemplary embodiment of a device 125 for controlling a control unit 137 of a vehicle.
  • the steering angle 120, the vehicle speed 140 and the coefficient of friction 145 are read in via the read-in interface 132, the coefficient of friction being read in, for example, in several sub-sizes 145a and 145b or as wheel speed or brake pressure of one or more wheels 1 17.
  • the vehicle yaw value 147 or an optional surface friction value and/or a signal can also be read in directly as to whether traction control is active.
  • the algorithm described in more detail below for calculating the compensation steering angle 150 is then carried out, which can be referred to here above, for example, as the overlay rear axle angle and which can compensate for the movement of the vehicle 100, especially when accelerating on surfaces with different coefficients of friction p.
  • the unit 200 or in the determination unit 135 or the control unit 137 it can also be recognized in the unit 200 or in the determination unit 135 or the control unit 137 that a situation exists in which the coefficients of friction of those areas 110, 115 of the road 105 on which the wheels 117 move are different and whether a decision to activate the control of the steering device 127 using the compensation steering angle 150 is required at all.
  • a switch 210 can be used Activation or, if necessary, deactivation of the superimposition of the compensation steering angle 150 on the steering angle 120 can be switched on or off.
  • the switch 210 can be activated via a control input S1.
  • the manner in which the control signal to be applied to the control input S1 can be determined will be explained in more detail below.
  • a limitation unit 220 a limitation of the size of the compensation steering angle 150 and/or the angular velocity, that is to say the speed of change of the compensation steering angle 150 or the overall angle, can be done, for example by superimposing an increasing proportion of the compensation steering angle 150 on the steering angle 120.
  • the total steering angle 230 determined from this can be obtained by linking or superimposing the compensation steering angle 150 with the steering angle 120, which is provided, for example, by a driver assistance system 232, in a summer 235.
  • Fig. 3 shows a block diagram to explain part of an exemplary procedure for determining the compensation steering angle 150 using wheel speeds as reference variables for the coefficient of friction variable 145.
  • the wheel speeds are first read in as coefficients of friction 145a and 145b of the wheels on different vehicle sides of an axle. From this, a calculation of the wheel speed deviation is carried out in a difference speed determination unit 300, which is then output as a corresponding signal 310.
  • the speed value 140 and a steering angle 120 are read in, the steering angle 120 now representing, for example, a deflection of the rear wheels of the vehicle.
  • a calculation of the expected wheel speed difference in cornering situations is now carried out using a vehicle model with knowledge of the track width of the vehicle.
  • the corresponding expected wheel speeds are then output in a signal 325, each linked to one another and a deviation between the measured and expected wheel speed difference is determined in a comparator unit 330 is provided via a wheel speed difference signal 335.
  • This wheel speed difference signal 335 is now smoothed using a moving average filter 340 in order to avoid larger jumps in this signal as far as possible, which could also lead to unsafe vehicle situations.
  • This obtained smoothed wheel speed difference signal 335 ' is now fed to a control unit 345, which now, for example, regulates a deflection of the wheels to a region with a lower coefficient of friction.
  • This control unit 345 can, for example, have several sub-units that carry out, for example, P, I and/or D control. It is also conceivable that the results of the individual sub-units are finally summed up and thus combined to form the compensation steering angle 150.
  • the control unit 345 which is designed, for example, as a PID control with the aim of regulating the deviation between the expected and measured wheel speed deviation to 0, enables, for example, rear wheel steering, which deflection of the wheels in the direction of the low coefficient of friction side should. This allows the vehicle's yaw impulse to be reduced or prevented.
  • a control function is also conceivable in which a scaling unit 350 is used for the control unit 345 in order to scale the gain of the control with the average coefficient of friction of the road surface. If the coefficient of friction is low, a higher gain is generally desirable.
  • the process shown in FIG. 3 therefore corresponds, for example, to an algorithm for calculating a compensation steering angle 150 as an overlay rear axle steering angle which can compensate for the yaw movement of the vehicle, for example when accelerating on surfaces with different coefficients of friction.
  • Fig. 4 shows a schematic representation to explain an exemplary procedure for determining the compensation steering angle 150 from coefficients of friction 145a and 145b, which are determined from brake pressures of brakes on the individual wheels 117 according to the illustration in Fig. 1.
  • the calculation of the difference in the wheel brake pressures is first determined in a difference formation unit 400 and as a corresponding Signal 410 output.
  • This signal 410 can, for example, also be filtered in a moving average filter 340, as already shown with reference to FIG. 3, in order to obtain a smoothing of the brake pressure deviations. From this, a corresponding smoothed signal 410' is obtained, which then represents the smoothed unexpected wheel speed difference.
  • the smoothed signal 410 ' can also be fed to a controller unit 345, which is again designed, for example, according to the explanation in FIG. 3.
  • FIG. 5 shows a block diagram to explain an exemplary procedure for determining the activation of a superposition of the compensation steering angle signal 150 over the steering angle 120.
  • the illustration from FIG. 5 explains the exemplary procedure, such as the actuation of the switch 210 via the control input S1 can be controlled as shown in FIG. 2.
  • the speed value 140 can be read in and converted into an expected yaw rate 505 of the vehicle in a speed model 500.
  • a measured yaw rate 510 can be read in and linked to the expected yaw rate 505, with a threshold value unit 515 then checking whether the difference between the expected and calculated yaw rates is above a threshold or a further threshold value unit 520 checking whether the Vehicle yaw rate, ie the measured yaw rate 510 is above the threshold. The results of the threshold value units 515 and 520 are then ANDed and deliver a signal 525.
  • a pedal signal 530 can be read in, which characterizes the degree of actuation of a vehicle pedal, whereby this pedal signal 530 can be checked in a further threshold value unit 535 to determine whether the accelerator pedal position is above a deflection threshold.
  • the compensation steering angle 150 can be integrated in an integrator 540 and the result can be checked in a further threshold value unit 545 to see whether the integral of the compensation steering angle 150 is above a threshold over a certain predetermined period of time.
  • a further threshold value unit 550 can also be used to check whether the calculated compensation steering angle 150 itself lies above a threshold.
  • the signal 525 and the results from the further threshold value unit 535, 545 and 550 are then ANDed again, for example, to check whether all conditions are met. However, not all of the signals mentioned above need to be ANDed; it is also conceivable to combine just some of these signals.
  • a signal 555 is finally obtained, which outputs an activation signal 565 to the control input S1 using an activation unit 560 in order to close the switch 210 and cause the compensation angle 150 to be superimposed on the steering angle 120.
  • a traction control flag signal 600 and the compensation steering angle 150 are read in.
  • a threshold value unit 610 it can be recognized whether a value of the traction control flag signal 600 is greater than a threshold value and, for example, optional recognition of the driving situation via the traction control system is also possible.
  • the compensation steering angle 150 can be fed to an integrator 540 and a downstream threshold value unit 545 as well as a further threshold value unit 550 in parallel to the illustration in FIG. 5.
  • the results from the threshold value units 610, 545 and 550 can then, for example, be ANDed again and fed as a signal 555 to the activation unit 560, which outputs the activation signal 565 to the control input S1.
  • FIG. 7 shows a flowchart of an exemplary embodiment of a method 700 for controlling a steering device of a vehicle whose wheels of at least one axle move on areas of a roadway, each with a different coefficient of friction.
  • the method 700 includes a step 710 of reading in a vehicle yaw value, which represents a yaw movement of the vehicle about a vertical axis.
  • the method 700 includes a step 720 of determining a compensation steering angle to minimize and/or reduce the yaw motion of the vehicle.
  • the method 700 includes a step 730 of controlling a deflection of the wheels of the at least one axle of the vehicle by the steering device using the compensation steering angle.
  • Wheel speed difference signal 'smoothed wheel speed difference signal moving average filter
  • Threshold unit further threshold unit
  • Integrator additional threshold unit additional threshold unit

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Theoretical Computer Science (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'approche proposée ici fournit un procédé (700) pour contrôler un dispositif de direction (127) d'un véhicule (100), dont les roues (117) sur au moins un essieu (129, 130) se déplacent sur des zones (110, 115) d'une chaussée (105) qui ont chacune un coefficient de frottement différent. Le procédé (700) comprend une étape de lecture (710) d'une valeur de lacet de véhicule (147) qui représente un comportement de lacet du véhicule (100) autour d'un axe vertical. Le procédé (700) comprend également une étape de détermination (720) d'un angle de direction de compensation (150) pour réduire au maximum et/ou diminuer le comportement de lacet du véhicule (100). Enfin, le procédé (700) comprend une étape de contrôle (730) de la déviation des roues (117) sur le ou les essieux (129, 130) du véhicule (100) par le dispositif de direction (137) au moyen de l'angle de direction de compensation (150).
PCT/EP2023/056743 2022-03-29 2023-03-16 Procédé et dispositif pour contrôler un dispositif de direction d'un véhicule dont les roues sur au moins un essieu se déplacent sur des zones d'une chaussée présentant différents coefficients de frottement WO2023186560A1 (fr)

Applications Claiming Priority (2)

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DE102022203076.1 2022-03-29
DE102022203076.1A DE102022203076A1 (de) 2022-03-29 2022-03-29 Verfahren und Vorrichtung zum Ansteuern einer Lenkvorrichtung eines Fahrzeugs, dessen Räder zumindest einer Achse sich auf Bereichen einer Fahrbahn mit unterschiedlichen Reibwerten bewegen

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005087562A1 (fr) * 2004-03-16 2005-09-22 Continental Teves Ag & Co. Ohg Procede pour renforcer la tenue de route d'un vehicule
US20070246287A1 (en) * 2006-04-24 2007-10-25 Fuji Jukogyo Kabushiki Kaisha Steering control device for vehicle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4377750B2 (ja) 2004-06-09 2009-12-02 本田技研工業株式会社 車両の操舵装置
DE102008001974A1 (de) 2008-05-26 2009-12-03 Robert Bosch Gmbh Verfahren zum Stabilisieren des fahrdynamischen Verhaltens beim Beschleunigen eines Kraftfahrzeuges mit auf Reibwert unterschiedlicher Fahrbahn befindlichen Rädern und Vorrichtung hierfür

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005087562A1 (fr) * 2004-03-16 2005-09-22 Continental Teves Ag & Co. Ohg Procede pour renforcer la tenue de route d'un vehicule
US20070246287A1 (en) * 2006-04-24 2007-10-25 Fuji Jukogyo Kabushiki Kaisha Steering control device for vehicle

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