WO2024056665A1 - Procédé d'adaptation dynamique d'un angle de braquage de roue d'au moins une roue de véhicule d'un véhicule par modification d'un pincement de la roue de véhicule - Google Patents

Procédé d'adaptation dynamique d'un angle de braquage de roue d'au moins une roue de véhicule d'un véhicule par modification d'un pincement de la roue de véhicule Download PDF

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Publication number
WO2024056665A1
WO2024056665A1 PCT/EP2023/075024 EP2023075024W WO2024056665A1 WO 2024056665 A1 WO2024056665 A1 WO 2024056665A1 EP 2023075024 W EP2023075024 W EP 2023075024W WO 2024056665 A1 WO2024056665 A1 WO 2024056665A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
steering angle
wheel steering
track
Prior art date
Application number
PCT/EP2023/075024
Other languages
German (de)
English (en)
Inventor
Joerg Strecker
Roland Greul
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2024056665A1 publication Critical patent/WO2024056665A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
    • 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
    • B62D5/0418—Electric motor acting on road wheel carriers
    • 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
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/06—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle vibration dampening arrangements

Definitions

  • the invention is based on a method for dynamically adjusting a wheel steering angle of at least one vehicle wheel of a vehicle according to the preamble of claim 1.
  • the invention also relates to a computing unit for carrying out such a method and a vehicle with such a computing unit.
  • a method for operating a vehicle comprising a steering system with at least one wheel steering angle adjuster for changing a wheel steering angle of the vehicle wheel, and wherein a toe-in of the vehicle wheel is dynamically adjusted to a current driving situation.
  • the object of the invention is, in particular, to provide a method for dynamically adjusting a wheel steering angle of at least one vehicle wheel of a vehicle with improved properties in terms of adaptivity and/or variability.
  • the object is achieved by the features of claims 1, 8 and 9, while advantageous refinements and developments of the invention can be found in the subclaims.
  • the invention is based on a method, in particular a computer-implemented method, for dynamically adjusting a wheel steering angle of at least one vehicle wheel of a vehicle, in particular by changing a track, advantageously a toe-in, of the vehicle wheel, wherein the vehicle has a steering system with at least one wheel steering angle adjuster for changing the wheel steering angle of the vehicle wheel and a vehicle sensor system for driving situation recognition, and wherein the track of the vehicle wheel is dynamically adapted to a current driving situation in order to adjust the wheel steering angle.
  • a driving situation-dependent adaptation value is determined and that the wheel steering angle actuator is controlled to dynamically adapt the track of the vehicle wheel using the adaptation value in such a way, that the track of the vehicle wheel is adjusted to the target value.
  • the target value for the track of the vehicle wheel and/or the mechanical track change of the vehicle wheel correlated with the current driving situation can preferably be determined in advance, for example calculated, measured or retrieved from an operating memory of the vehicle.
  • the mechanical track change can result in particular from a change in a vehicle height, in particular by changing a spring deflection on the vehicle wheel, and/or an external force acting on the vehicle wheel and/or the wheel steering angle adjuster.
  • the wheel steering angle adjuster is therefore targeted Dynamic adjustment of the track of the vehicle wheel is controlled in such a way that the track of the vehicle wheel is set or corrected to the target value, taking into account the mechanical track change.
  • the adaptation value i.e. an additional value, is determined in advance for controlling the wheel steering angle adjuster, which, in combination with the mechanical lane change for the respective driving situation, leads to the target value for the lane of the vehicle wheel.
  • the mechanical lane change is set or corrected to the correct target value by a software function if there is a deviation between the target value and the mechanical lane change for the respective driving situation.
  • This configuration makes it possible in particular to improve adaptivity and/or variability and to fulfill lane change specifications and/or lane change requests regardless of the mechanical design of the vehicle or the chassis.
  • an advantageous adjustment of the vehicle wheel's track can be achieved in every driving situation.
  • the vehicle is preferably designed as a motor vehicle and in particular includes the steering system and the vehicle sensor system, which is intended to provide at least one sensor variable correlated with a current driving situation.
  • the vehicle sensor system can comprise at least one, in particular electrical, magnetic and/or optical, sensor element.
  • the vehicle sensor system can determine the sensor size correlated with the current driving situation based on a sensor model, based on a manipulated variable and/or based on information from at least one other actuator.
  • the steering system is preferably designed as a steer-by-wire steering system, in which a steering input, in particular from a driver, is advantageously transmitted purely electrically to the vehicle wheels.
  • the steering system comprises at least one wheel steering angle adjuster and advantageously an operating unit that is mechanically separate from the wheel steering angle adjuster.
  • an “operating unit” should be understood to mean, in particular, an input unit that can be actuated by a driver for controlling the at least one wheel steering angle adjuster.
  • the operating unit can in particular comprise a steering handle, for example in the form of a steering wheel, and advantageously a feedback actuator, for example in the form of an electric motor, for generating a steering resistance and/or a restoring torque on the steering handle.
  • a “wheel steering angle adjuster” should in particular have at least one An actuator unit that is operatively connected to a vehicle wheel can be understood, which is intended to transmit a steering specification to the vehicle wheel by changing a wheel steering angle of at least one vehicle wheel and thereby advantageously control at least one orientation of the vehicle wheel and / or influence a direction of travel of the vehicle.
  • the wheel steering angle adjuster advantageously comprises at least one steering control element, for example in the form of a rack, and at least one steering actuator operatively connected to the steering control element, for example in the form of an electric motor.
  • the wheel steering angle adjuster can in particular be assigned to a front axle or a rear axle of the vehicle.
  • the vehicle can have further components and/or assemblies, such as at least one spring-damper unit, in particular assigned to the vehicle wheel, for absorbing and damping a force acting on the vehicle wheel from a surface.
  • the vehicle comprises at least one computing unit, which is intended to carry out the method for dynamically adjusting the wheel steering angle of the at least one vehicle wheel.
  • a “computing unit” is to be understood in particular as an electrical and/or electronic unit which has an information input, information processing and an information output.
  • the computing unit advantageously also has at least one processor, at least one operating memory, at least one input and/or output means, at least one operating program, at least one control routine, at least one calculation routine, at least one determination routine, at least one evaluation routine and/or at least one adaptation routine.
  • the computing unit is intended to determine the driving situation-dependent adaptation value depending on the target value for the track of the vehicle wheel and the mechanical track change correlated with the current driving situation.
  • the computing unit can be provided to determine the target value and the mechanical track change of the vehicle wheel.
  • the computing unit can be provided for controlling the wheel steering angle adjuster.
  • the computing unit is intended in particular to use the wheel steering angle adjuster to dynamically adjust the track of the vehicle wheel using the adjustment Solution value to be controlled in such a way that the track of the vehicle wheel is set to the target value.
  • the computing unit is preferably integrated into a control device of the vehicle, for example a central vehicle control device, or a control device of the steering system, in particular in the form of a steering control device.
  • “Provided” is intended to mean, in particular, specifically programmed, designed and/or equipped. The fact that an object is intended for a specific function should be understood in particular to mean that the object fulfills and/or executes this specific function in at least one application and/or operating state.
  • the target value is also determined as a function of a steering specification, advantageously on the steering handle of the steering system, and as a function of at least one sensor variable of the vehicle sensor system, advantageously several sensor variables of the vehicle sensor system.
  • the mechanical lane change is preferably determined depending on a steering specification, advantageously on the steering handle of the steering system, and depending on at least one sensor size of the vehicle sensor system, advantageously several sensor sizes of the vehicle sensor system.
  • the target value is preferably purely controlled and without mechanical or electronic or software adaptation to the respective driving situation, while the mechanical lane change is determined specifically for the respective current driving situation. In this way, the target value and/or the mechanical track change can advantageously be easily determined.
  • a sensor model is used to determine the target value and/or the mechanical track change.
  • the sensor model can include a combination of several sensor elements or sensors and/or a corresponding model, for example of the vehicle axle.
  • the target value and/or the mechanical track change can advantageously be determined precisely.
  • the vehicle sensor system comprises at least one driving dynamics sensor, at least one spring travel sensor, in particular assigned to a spring-damper unit of the vehicle, and/or at least one force sensor, in particular assigned to the wheel steering angle adjuster.
  • the driving dynamics sensor can be provided, for example, to detect a lateral acceleration, a yaw rate, a vehicle speed, a roll angle and/or a longitudinal acceleration of the vehicle.
  • the steering system can be designed as a steer-by-wire steering system and the wheel steering angle adjuster as a center adjuster.
  • the wheel steering angle adjuster is assigned to at least two, in particular steerable, vehicle wheels.
  • the steering system is designed as a steer-by-wire steering system and the wheel steering angle actuator is designed as an individual wheel actuator.
  • the steering system can advantageously comprise several wheel steering angle actuators, with each wheel steering angle actuator being assigned to exactly one, in particular steerable, vehicle wheel. This allows an advantageous wheel-specific track adjustment, whereby individual events, such as driving over an obstacle on one side, can also be recognized and taken into account when dynamically adjusting the track of the vehicle wheel.
  • the steering system comprises at least one further wheel steering angle adjuster designed as an individual wheel actuator for changing a wheel steering angle of at least one further vehicle wheel, with a separate, wheel-specific adaptation value being determined for each of the vehicle wheels and being set by means of the respective wheel steering angle adjuster.
  • a driving situation-dependent further adaptation value is determined, so that a separate, wheel-specific adaptation value is determined for each of the vehicle wheels, the further wheel steering angle actuator for dynamic adjustment of the track of the further vehicle wheel using the further adaptation value is controlled in such a way that the track of the further vehicle wheel is set to the further target value.
  • the further target value for the track of the further vehicle wheel and/or the further mechanical track change of the further vehicle wheel correlated with the current driving situation can be determined in advance, for example, calculated, measured or retrieved from an operating memory of the vehicle.
  • the wheel steering angle actuator and the further wheel steering angle actuator are preferably also assigned to the same vehicle axle, i.e. the front axle or the rear axle, of the vehicle.
  • the further target value and/or the further mechanical lane change is determined depending on the steering specification, advantageously on the steering handle of the steering system, and depending on at least one further sensor variable of the vehicle sensor system, advantageously several further sensor variables of the vehicle sensor system.
  • the target value and the further target value and/or the sensor size and the further sensor size can also be identical to one another. In this way, a further improvement in the individual wheel tracking can be achieved.
  • the method for dynamically adjusting the wheel steering angle of the at least one vehicle wheel and the vehicle should not be limited to the application and embodiment described above.
  • the method for dynamically adjusting the wheel steering angle of the at least one vehicle wheel and the vehicle can have a number of individual elements, components and units that deviate from a number of individual elements, components and units mentioned herein in order to fulfill a function of operation described herein.
  • 1a-b shows a vehicle with a steering system designed as an example as a steer-by-wire steering system in a simplified representation
  • FIG. 2 shows an exemplary flowchart with main method steps of a method for dynamically adjusting a wheel steering angle of at least one vehicle wheel of the vehicle. Description of the exemplary embodiment
  • Figures la and lb show an example of a vehicle 14 designed as a passenger vehicle with several vehicle wheels 10, 12 and with a steering system 16 in a simplified representation.
  • the steering system 16 has an operative connection with the vehicle wheels 10, 12 and is intended to influence the direction of travel of the vehicle 14.
  • the steering system 16 in the present case is designed as a steer-by-wire steering system, in which a steering specification is passed on electrically to the vehicle wheels 10, 12 in at least one operating state.
  • the steering system 16 has an operating unit 38 which is known per se.
  • the operating unit 38 comprises a steering handle 40, in particular operable by a driver, for example in the form of a steering wheel, as well as a feedback actuator 42, in particular mechanically coupled to the steering handle 40.
  • the feedback actuator 42 is at least for generating a Steering resistance and / or a restoring torque on the steering handle 40 is provided.
  • a steering handle could also be designed as a joystick, as a steering lever and/or as a steering ball or the like.
  • a feedback actuator could in principle be dispensed with. It is also conceivable to completely dispense with a control unit.
  • the steering system 16 has at least one wheel steering angle adjuster 18, 20.
  • the steering system 16 comprises, for example, two wheel steering angle actuators 18, 20 designed as individual wheel actuators and consequently in particular wheel-specific steering.
  • the wheel steering angle actuators 18, 20 are at least essentially identical in construction and can in particular be designed as translational and/or rotary actuators.
  • the wheel steering angle actuators 18, 20 are designed separately from one another and in the present case are free of a mechanical connection.
  • the wheel steering angle actuators 18, 20 can be controlled independently of one another.
  • the wheel steering angle actuators 18, 20 are connected purely electrically to the operating unit 38 and consequently to the steering handle 40.
  • Each of the wheel steering angle actuators 18, 20 has an operative connection with exactly one of the vehicle wheels 10, 12, in the present case a front wheel.
  • the wheel steering angle adjusters 18, 20 are provided depending on a Steering specification to change a respective wheel steering angle of the corresponding vehicle wheel 10, 12.
  • each of the wheel steering angle actuators 18, 20 comprises a steering actuator 44, 46, which is designed, for example, as a toothed rack, and a steering actuator 48, 50 which interacts with the steering actuator element 44, 46 and is designed as an electric motor.
  • a steering system could of course also include a wheel steering angle actuator designed as a center adjuster.
  • a steering system can also include at least four wheel steering angle actuators designed as individual wheel actuators.
  • a steering system could also include a combination of a wheel steering angle adjuster designed as an individual wheel actuator and a wheel steering angle adjuster designed as a central adjuster.
  • at least one wheel steering angle adjuster could in particular be assigned to a vehicle wheel designed as a rear wheel.
  • a wheel steering angle adjuster could also be different from an individual wheel actuator and/or central adjuster and could in particular be installed in addition to an existing individual wheel adjuster and/or central adjuster. In this case, the wheel steering angle actuator could therefore be designed as a special additional actuator.
  • the vehicle 14 comprises at least one spring-damper unit 32, 34.
  • the vehicle 14 comprises several spring-damper units 32, 34 designed as chassis dampers, with two of the spring-damper units 32 being shown in Figure la as an example , 34 are shown and provided with reference numbers.
  • the spring-damper units 32, 34 are at least essentially identical in construction.
  • Each of the spring-damper units 32, 34 is arranged in an area of one of the wheel steering angle adjusters 18, 20 and is in particular assigned to the respective vehicle wheel 10, 12. In principle, however, a vehicle could also have a different number of spring-damper units.
  • the vehicle 14 includes a known vehicle sensor system 22 for driving situation recognition.
  • the vehicle sensor system 22 is intended to provide at least one sensor variable correlated with a current driving situation.
  • the vehicle sensor system 22 can comprise at least one, in particular electrical, magnetic and/or optical, sensor element.
  • the vehicle sensor system 22 includes, for example, at least one driving dynamic microphone sensor 24, several spring travel sensors 26, 27, with each of the spring-damper units 32, 34 being assigned to one of the spring travel sensors 26, 27, and several force sensors 28, 30, with each of the wheel steering angle adjusters 18, 20 being assigned one of the force sensors 28, 30 is assigned.
  • the driving dynamics sensor 24 can be provided, for example, for detecting a lateral acceleration, a yaw rate, a vehicle speed, a roll angle and/or a longitudinal acceleration of the vehicle 14.
  • the spring travel sensors 26, 27 can be provided to detect a change in vehicle height, in particular by changing a spring travel on the corresponding vehicle wheel 10, 12.
  • the force sensors 28, 30 can be provided for detecting an external force acting on the vehicle wheels 10, 12 and/or the wheel steering angle actuators 18, 20, for example in the form of a tie rod force.
  • the vehicle sensor system 22 can alternatively or additionally determine the sensor size correlated with the current driving situation using a sensor model. In principle, however, it is also conceivable to completely dispense with a driving dynamics sensor, spring travel sensors and/or force sensors.
  • a sensor variable correlated with a current driving situation could also be determined based on a manipulated variable and/or based on information from at least another actuator.
  • the vehicle 14 has a control unit 52.
  • the control device 52 is designed as a steering control device and is therefore part of the steering system 16.
  • the control device 52 has an electrical connection to the operating unit 38.
  • the control unit 52 also has an electrical connection to the wheel steering angle actuators 18, 20.
  • the control unit 52 has an electrical connection to the vehicle sensor system 22.
  • the control device 52 is at least intended to control operation of the steering system 16.
  • the control device 52 has a computing unit 36.
  • the computing unit 36 comprises at least one processor (not shown), for example in the form of a microprocessor, and at least one operating memory (not shown).
  • the computing unit 36 includes at least one operating program stored in the operating memory with at least one calculation routine, at least one determination routine, at least one evaluation routine and/or at least one Adjustment routine.
  • a control device could also be different from a steering control device and, for example, be designed as a single, central vehicle control device with a central computing unit. It is also conceivable to provide separate control devices for each wheel steering angle actuator and for the operating unit and to connect them to one another in a communicative manner.
  • vehicle 14 and/or the steering system 16 may comprise further components and/or assemblies, not shown, such as, for example, an internal vehicle sensor system for detecting at least one operating signal of the wheel steering angle actuators 18, 20, an on-board computer known per se and/or an on-board computer per se well-known navigation device.
  • an internal vehicle sensor system for detecting at least one operating signal of the wheel steering angle actuators 18, 20, an on-board computer known per se and/or an on-board computer per se well-known navigation device.
  • a correspondingly designed steering system which preferably has individually steered vehicle wheels, offers the possibility of meeting these lane change specifications regardless of the mechanical design of the vehicle or the chassis.
  • a method for dynamically adjusting a wheel steering angle of at least one vehicle wheel 10, 12 of the vehicle 14, in particular by changing a track of the vehicle wheel 10, 12 is proposed below.
  • the method is described by way of example with reference to the vehicle wheel 10 and the wheel steering angle adjuster 18 assigned to the vehicle wheel 10, although the following description can also be applied to the additional vehicle wheel 12 and the additional wheel steering angle adjuster 20 assigned to the additional vehicle wheel 12.
  • the computing unit 36 is intended to carry out the method and, for this purpose, in particular has a computer program with corresponding program code means.
  • a driving situation-dependent adaptation value in particular in the form of an additional value, is determined depending on a target value for the track of the vehicle wheel 10 and a mechanical track change correlated with a current driving situation.
  • the target value and the mechanical track change can be determined in advance, for example calculated, measured or retrieved from the operating memory of the computing unit 36 or another operating memory of the vehicle 14. In principle, however, it is also conceivable to forego a separate determination of a target value and/or a mechanical track change.
  • the mechanical track change can result, for example, from a change in a vehicle height, in particular by changing a spring deflection on the vehicle wheel 10, and/or an external force acting on the vehicle wheel 10 and/or the wheel steering angle adjuster 18.
  • the adaptation value is then used to control the wheel steering angle actuator 18, wherein the wheel steering angle actuator 18 is controlled to dynamically adapt the track of the vehicle wheel 10 using the adaptation value in such a way that the track of the vehicle wheel 10 is set to the target value.
  • the method also serves to adjust a toe-in of the vehicle wheel 10. In principle, however, the method can also be used to adjust a toe-in of the vehicle wheel 10.
  • the mechanical lane change is set or corrected to the correct target value by a software function if there is a deviation between the target value and the mechanical lane change for the respective driving situation.
  • the aim is to set a specific driving situation-dependent and wheel-specific additional value based on a given mechanical axle design. In this way, lane change specifications and/or lane change requests in particular can be fulfilled regardless of the mechanical design of the vehicle 14 or the chassis.
  • the target value can also be determined depending on a steering specification and preferably depending on several sensor variables of the vehicle sensor system 22.
  • the steering specification can be provided by a driver, for example be applied to the steering handle 40, whereby the driver can specify a general steering specification.
  • a desired Ackermann condition can be set.
  • the resulting target value for the vehicle wheel 10 or for the vehicle wheels 10, 12 is in this case purely controlled and without mechanical or electronic or software adaptation to the respective driving situation.
  • a sensor model can also be used to determine the target value in this context.
  • the mechanical lane change can be determined depending on several sensor variables of the vehicle sensor system 22 and preferably the steering specification and is specific to the respective current driving situation.
  • sensor sizes of the driving dynamics sensor 24 at least one of the spring travel sensors 26, 27 and/or at least one of the force sensors 28, 30 can be used.
  • a further optimization of the adaptation value can be achieved, for example, based on an image of mechanical properties, in particular due to deflection, and/or based on the driving dynamics of the vehicle 14.
  • a sensor model can also be used to determine the mechanical track change.
  • the present method can therefore in principle be used for dynamically adapting a wheel steering angle of a single vehicle wheel 10, 12 of the vehicle 14, in particular by changing a track of the vehicle wheel 10, 12, and/or for dynamically adapting a wheel steering angle of several vehicle wheels 10, 12 of the vehicle 14 , in particular by changing a respective track of the vehicle wheels 10, 12.
  • a first application of the aforementioned method occurs, for example, when the vehicle 14 deflects.
  • the vehicle 14 deflects.
  • the wheel steering angle actuators 18, 20 are controlled to dynamically adapt the respective track of the vehicle wheels 10, 12 using the respective adaptation value in such a way that 0 is again in each case .5° can be added.
  • a second application of the aforementioned method can arise, for example, when the vehicle 14 is braked.
  • the track change when braking with 0.8g on the left and right should be 1.75°. Due to the chassis, however, there is only a mechanical track change of 1°, so that in this case the wheel steering angle adjusters 18, 20 are controlled for dynamic adjustment of the respective track of the vehicle wheels 10, 12 using the respective adaptation value in such a way that another 0.75 ° be supplemented.
  • FIG. 2 finally shows an exemplary flow chart with main process steps of the method for dynamically adjusting a wheel steering angle of at least one vehicle wheel of the vehicle 14.
  • a current driving situation and a need for dynamic adjustment of a wheel steering angle of at least one vehicle wheel 10, 12 of the vehicle 14 are first determined, in particular by changing a track of the vehicle wheel 10, 12.
  • the computing unit 36 can be provided, for example, to determine and evaluate at least one sensor size of the vehicle sensor system 22.
  • a target value for the track of the at least one vehicle wheel 10, 12 and/or a mechanical track change of the at least one vehicle wheel 10, 12 that is correlated with the current driving situation can be determined.
  • a driving situation-dependent adaptation value in particular in the form of an additional value, is then determined depending on the target value and the mechanical lane change.
  • at least one of the wheel steering angle adjusters 18, 20 is controlled for dynamically adapting the track of the at least one vehicle wheel 10, 12 using the adaptation value in such a way that the track of the vehicle wheel 10, 12 is set to the target value and a wheel steering angle of the at least one vehicle wheel 10, 12 is varied.
  • the mechanical lane change can be set or corrected to the correct target value using a software function, provided there is a deviation between the target value and the mechanical lane change for the respective driving situation.
  • the exemplary flowchart in Figure 2 is intended merely to describe, by way of example, a method for dynamically adjusting a wheel steering angle of at least one vehicle wheel of the vehicle 14.
  • individual process steps can also vary or additional process steps can be added.
  • the method can in principle be provided for dynamically adjusting a wheel steering angle of a single vehicle wheel 10, 12 of the vehicle 14 and/or for dynamically adjusting a wheel steering angle of several vehicle wheels 10, 12 of the vehicle 14.

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

Abstract

L'invention concerne un procédé d'adaptation dynamique d'un angle de braquage de roue d'au moins une roue de véhicule (10, 12) d'un véhicule (14), ce véhicule (14) comprenant un système de direction (16) comportant au moins un régulateur d'angle de braquage de roue (18,20) pour modifier l'angle de braquage de roue de la roue de véhicule (10, 12) et un système de détection de véhicule (22) utilisé pour détecter la situation de conduite, et pour adapter l'angle de braquage de roue, un pincement de la roue du véhicule (10, 12) étant adapté de manière dynamique à une situation de conduite dans l'instant. Selon l'invention, en fonction d'une valeur cible pour le pincement de la roue du véhicule et d'une modification mécanique du pincement de la roue du véhicule corrélée à la situation de conduite du moment, une valeur d'adaptation dépendant de la situation de conduite est déterminée et le régulateur d'angle de braquage de roue (18, 20) est commandé pour l'adaptation dynamique du pincement de la roue de véhicule (10, 12) au moyen de la valeur d'adaptation, de manière que le pincement de la roue de véhicule (10, 12) soit réglé sur la valeur cible.
PCT/EP2023/075024 2022-09-15 2023-09-12 Procédé d'adaptation dynamique d'un angle de braquage de roue d'au moins une roue de véhicule d'un véhicule par modification d'un pincement de la roue de véhicule WO2024056665A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022209671.1A DE102022209671A1 (de) 2022-09-15 2022-09-15 Verfahren zur dynamischen Anpassung eines Radlenkwinkels wenigstens eines Fahrzeugrads eines Fahrzeugs durch Änderung einer Spur des Fahrzeugrads
DE102022209671.1 2022-09-15

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WO2024056665A1 true WO2024056665A1 (fr) 2024-03-21

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