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WO2002032743A1 - Steering system - Google Patents

Steering system Download PDF

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Publication number
WO2002032743A1
WO2002032743A1 PCT/EP2001/012003 EP0112003W WO0232743A1 WO 2002032743 A1 WO2002032743 A1 WO 2002032743A1 EP 0112003 W EP0112003 W EP 0112003W WO 0232743 A1 WO0232743 A1 WO 0232743A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
steering system
torque
handwheel
actuator
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2001/012003
Other languages
German (de)
French (fr)
Inventor
Johannes Kaltenbach
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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 WO2002032743A1 publication Critical patent/WO2002032743A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • 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

Definitions

  • the invention relates to a steering system for motor vehicles according to the kind defined in the preamble of claim 1.
  • Steering systems that work without mechanical coupling between the steering handwheel and the steered vehicle wheels are known as steer-by-wire steering systems.
  • These steering systems have a steering wheel actuator coupled to the steering handwheel, which is composed, for example, of an electric motor, steering angle sensor and / or torque sensor.
  • This steering wheel actuator is connected via electronic control to a steering actuator that can work electrically, hydraulically or pneumatically.
  • the difference between a predetermined target value and a measured actual value of the steering lock is detected by a detection unit and transmitted to a control unit.
  • An electronic unit calculates from this signal and depending on other factors such.
  • B. vehicle speed, lateral acceleration, road surface and loading condition a required auxiliary torque that is transmitted via the steering actuator to the wheels of the motor vehicle to be steered.
  • a corresponding signal is transmitted to the steering handwheel via the steering wheel actuator, so that the driver perceives the same steering feeling as he is used to from conventional, mechanically coupled power steering systems.
  • the driver uses the steering wheel to transmit a steering wheel angle (target value) to the steering system.
  • a rack and pinion steering as a steering actuator a rack force.
  • This rack and pinion force causes a steering angle or a rack and pinion travel, which is set as a controlled variable on the steering gear (actual value).
  • a steering torque is formed in the steering system, which provides the driver with a reference to the predetermined steering wheel angle or to the behavior of the vehicle from this steering angle. It is also possible from the
  • Strain gauges determined tie rod force on the steering actuator to determine the target value for the steering torque on the steering handwheel.
  • DE 199 21 307 AI describes a control concept for a steering system which has a steering actuator and a steering handwheel actuator and in which the steering angle is first detected. This is multiplied by a steering ratio, which creates a target angle for a lower one
  • a displacement path of a rack can also be expected, since there is a linear relationship between the steering column angle and the displacement path of the rack via the translation of the drive pinion.
  • An angle of rotation of the rotor of the electric motor is measured on the steering actuator and from this the actual actual angle or the displacement of the rack can be determined.
  • the control deviation is the difference between the target angle and the actual angle.
  • a position controller sets the target position on the rack. If you use a position controller without an I component, a stationary control deviation is always retained. On the one hand, this control deviation serves for Position control of the rack and on the other hand as a basis for determining the steering handwheel setpoint torque.
  • the control deviation can also be viewed as a virtual rotation of a torsion bar. If the control deviation is multiplied by a value that reflects the stiffness of the torsion bar, the steering handwheel setpoint torque is obtained. When using a non-linear characteristic or function it can be achieved that the steering handwheel setpoint torque increases only slightly with large control deviations.
  • the steering handwheel setpoint torque is controlled or regulated via the steering handwheel actuator. In the case of a control, only the motor current of the steering handwheel actuator is regulated, while in the case of one regulation an additional regulation is superimposed on the whole.
  • the actual steering handwheel torque is measured by a sensor, compared with the steering handwheel setpoint torque and adjusted as a manipulated variable via the steering handwheel actuator setpoint torque. In the case of pure control, however, the manipulated variable corresponds directly to the setpoint.
  • the present invention has for its object to present a steering system with improved reset.
  • the object on which the invention is based is achieved by a generic steering system which also has the characterizing features of the main claim.
  • the problem is solved, in particular, by calculating a second, manipulated control deviation for determining the steering handwheel setpoint torque with the position control unchanged.
  • the actual angle is multiplied by a manipulation factor that has a value less than 1.
  • the manipulated control deviation i. H. the manipulated angle difference between the target angle and the actual angle. This means that the steering handwheel setpoint torque is always increased in the direction of straight-ahead driving. This results in a good reset behavior of the steering system.
  • the manipulation factor should always be kept as close as possible to 1 in order to achieve a good driving experience in addition to good reset behavior.
  • the single figure shows a basic illustration of the control or regulation of a steering system according to the invention.
  • Steering handwheel actuator 1 which has an electric motor on an upper part of a steering column, introduced steering wheel angle 2 is detected and with the aid of a steering ratio 3 converted into a target steering angle 4 for a lower steering column.
  • a displacement path of a rack can also be expected since there is a linear relationship between the steering angle on a lower steering column and the displacement path of the rack due to the translation of a drive pinion.
  • a motor rotor angle is measured on a steering actuator 5, which here is to consist, for example, of an electric motor with a recirculating ball mechanism, from which the actual steering angle 6 for a lower steering column or an actual rack travel can be determined.
  • a control deviation 7 results from the difference between the desired steering angle 4 and the actual steering angle 6.
  • a position controller 8 uses this to determine a desired steering actuator torque 14, which uses a field-oriented control 15 on the steering actuator 5 to set the desired steering angle 4 position on the rack , If a position controller 8 without an I component is used, a stationary control deviation is always retained.
  • the control deviation 7 can also be used to determine a target steering wheel torque 9.
  • the control deviation 7 thus also represents a rotation of a virtual torsion bar.
  • a second manipulated control deviation 10 is calculated in order to determine the steering handwheel setpoint torque 9.
  • the actual steering angle 6 is first multiplied by a manipulation factor 11, the amount of which is less than 1, which results in a manipulated actual steering angle 16.
  • a manipulated control deviation 10 results from the desired steering angle 4 and the manipulated actual steering angle 16.
  • the manipulated control deviation 10 is used to calculate a steering feel torque 12, which means that the steering feel torque 12 is always increased in the direction of straight travel. This in turn leads to a good reset behavior of the steering system.
  • the steering feel torque 12 can correspond to the Subjective requirements 17 of the driver can be customized.
  • a torsion bar stop torque 13 is added to the steering feel torque 12, which is determined from the control deviation 7 and how a torsion bar stop of a conventional steering system functions.
  • a steering support 18 is stored in the form of a characteristic curve 18 in such a way that the steering feel torque 12 only increases moderately with a large manipulated control deviation 10.
  • the steering feel torque 12 is controlled or regulated with the aid of a control module 19 of the steering wheel actuator 1.

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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)
  • Power Steering Mechanism (AREA)

Abstract

The invention relates to a steering system that produces, based on a desired value predetermined by the driver via a steering wheel, by means of at least one steering actuator (5) a controlled variable that is used together with a deviation (7) from the desired value and the controlled variable to determine the steering moment applied to the steering wheel. The inventive system is further characterized in that a second deviation (10), modified by a manipulation factor (11), is calculated that modifies the steering moment always in the direction of straight travel, thereby providing an excellent return-to-center behavior of the steering wheel.

Description

Lenksystem steering system

Die Erfindung betrifft ein Lenksystem für Kraftfahrzeuge nach der im Oberbegriff von Anspruch 1 näher definierten Art.The invention relates to a steering system for motor vehicles according to the kind defined in the preamble of claim 1.

Lenksysteme, die ohne mechanische Kopplung zwischen Lenkhandrad und gelenkten Fahrzeugrädern arbeiten, werden als steer-by-wire-Lenksysteme bezeichnet. Diese Lenksysteme weisen einen mit dem Lenkhandrad gekoppelten Lenkradaktua- tor auf, der sich beispielsweise aus Elektromotor, Lenkwinkel- und/oder Drehmomentsensor zusammensetzt. Dieser Lenkradaktuator ist über eine elektronische Regelung mit einem Lenkaktuator verbunden, der elektrisch, hydraulisch oder pneumatisch arbeiten kann. Die Differenz zwischen einem vorgegebenen Soll-Wert und einem gemessenen Ist-Wert des Lenkeinschlages wird von einer Erfassungseinheit erfaßt und an ein Steuergerät übermittelt. Eine Elektronikeinheit berechnet dann aus diesem Signal und in Abhängigkeit von weiteren Faktoren wie z. B. Fahrzeuggeschwindigkeit, Querbeschleunigung, Fahrbahnoberfläche und Beladungszustand ein erforderliches Hilfsmoment, das über den Lenkaktuator auf die zu lenkenden Räder des Kraftfahrzeuges übertragen wird. Um dem Fahrer Rückmeldung über den momentanen Fahrzustand übermitteln zu können, wird über den Lenkradaktuator ein entsprechendes Signal auf das Lenkhandrad übertragen, so daß der Fahrer ein gleiches Lenkgefühl wahrnimmt, wie er es von herkömmlichen, mechanisch gekoppelten Hilfskraft- Lenksystemen gewohnt ist. Mit Hilfe des Lenkhandrades übermittelt der Fahrer einen Lenkradwinkel (Soll-Wert) an das Lenksystem. Zwischen Lenksystem und Fahrzeug ergibt sich z. B. im Falle einer Zahnstangenlenkung als Lenkaktuator eine Zahnstangenkraft. Diese Zahnstangenkraft bewirkt einen Lenkwinkel bzw. einen Zahnstangenweg, der sich als Regelgröße am Lenkgetriebe einstellt (Ist-Wert) . Im Lenksystem wird ein Lenkmoment gebildet, das dem Fahrer einen Bezug zum vorgegebenen Lenkradwinkel bzw. zum Verhalten des Fahrzeugs aus diesem Lenk- winkel vermittelt. Ebenso ist es möglich aus der durchSteering systems that work without mechanical coupling between the steering handwheel and the steered vehicle wheels are known as steer-by-wire steering systems. These steering systems have a steering wheel actuator coupled to the steering handwheel, which is composed, for example, of an electric motor, steering angle sensor and / or torque sensor. This steering wheel actuator is connected via electronic control to a steering actuator that can work electrically, hydraulically or pneumatically. The difference between a predetermined target value and a measured actual value of the steering lock is detected by a detection unit and transmitted to a control unit. An electronic unit then calculates from this signal and depending on other factors such. B. vehicle speed, lateral acceleration, road surface and loading condition a required auxiliary torque that is transmitted via the steering actuator to the wheels of the motor vehicle to be steered. In order to be able to transmit feedback to the driver about the current driving state, a corresponding signal is transmitted to the steering handwheel via the steering wheel actuator, so that the driver perceives the same steering feeling as he is used to from conventional, mechanically coupled power steering systems. The driver uses the steering wheel to transmit a steering wheel angle (target value) to the steering system. Between the steering system and the vehicle there is, for. B. in the case of a rack and pinion steering as a steering actuator a rack force. This rack and pinion force causes a steering angle or a rack and pinion travel, which is set as a controlled variable on the steering gear (actual value). A steering torque is formed in the steering system, which provides the driver with a reference to the predetermined steering wheel angle or to the behavior of the vehicle from this steering angle. It is also possible from the

Dehnmeßstreifen ermittelten Spurstangenkraft am Lenkaktuator den Soll-Wert für das Lenkmoment am Lenkhandrad zu ermitteln.Strain gauges determined tie rod force on the steering actuator to determine the target value for the steering torque on the steering handwheel.

In dem nicht vorveröffentlichten DokumentIn the unpublished document

DE 199 21 307 AI ist ein Regelungskonzept für ein Lenksystem beschrieben, das einen Lenkaktuator und einen Lenk- handradaktuator aufweist und bei dem zunächst der Lenkwinkel erfaßt wird. Dieser wird mit einer Lenkübersetzung mul- tipliziert, wodurch sich ein Sollwinkel für einen unterenDE 199 21 307 AI describes a control concept for a steering system which has a steering actuator and a steering handwheel actuator and in which the steering angle is first detected. This is multiplied by a steering ratio, which creates a target angle for a lower one

Teil der Lenksäule und damit für ein Antriebsritzel ergibt. Alternativ kann auch mit einem Verschiebeweg einer Zahnstange gerechnet werden, da zwischen einem Lenksäulenwinkel und dem Verschiebeweg der Zahnstange eine lineare Beziehung über die Übersetzung des Antriebsritzels gegeben ist. An dem Lenkaktuator wird ein Verdrehwinkel des Rotors des Elektromotors gemessen und aus diesem kann der tatsächliche Istwinkel bzw. der Verschiebeweg der Zahnstange bestimmt werden. Die Regelabweichung ist die Differenz von Sollwinkel und Istwinkel. Ein Lageregler stellt die Sollposition an der Zahnstange ein. Verwendet man einen Lageregler ohne I-Anteil, bleibt immer eine stationäre Regelabweichung erhalten. Diese Regelabweichung dient einerseits zur Lageregelung der Zahnstange und andererseits als Grundlage zur Ermittlung des Lenkhandrad-Sollmomentes. Die Regelabweichung kann auch als virtuelle Verdrehung eines Drehstabes angesehen werden. Multipliziert man die Regelabweichung mit einem Wert, der die Steifigkeit des Drehstabes wiedergibt, so erhält man das Lenkhandrad-Sollmoment. Bei Verwendung einer nichtlinearen Kennlinie oder Funktion kann erreicht werden, daß das Lenkhandrad-Sollmoment bei großen Regelabweichungen nur gering ansteigt. Das Lenkhandrad- Sollmoment wird über den Lenkhandradaktuator gesteuert oder geregelt. Bei einer Steuerung wird nur der Motorstrom des Lenkhandradaktuators geregelt, während bei einer Regelung dem ganzen noch eine zusätzliche Regelung überlagert wird. Dabei wird das Lenkhandrad-Istmoment über einen Sensor ge- messen, mit dem Lenkhandrad-Sollmoment verglichen und über das Lenkhandradaktuator-Sollmo ent als Stellgröße eingeregelt. Bei der reinen Steuerung hingegen entspricht die Stellgröße direkt der Sollgröße.Part of the steering column and thus for a drive pinion. Alternatively, a displacement path of a rack can also be expected, since there is a linear relationship between the steering column angle and the displacement path of the rack via the translation of the drive pinion. An angle of rotation of the rotor of the electric motor is measured on the steering actuator and from this the actual actual angle or the displacement of the rack can be determined. The control deviation is the difference between the target angle and the actual angle. A position controller sets the target position on the rack. If you use a position controller without an I component, a stationary control deviation is always retained. On the one hand, this control deviation serves for Position control of the rack and on the other hand as a basis for determining the steering handwheel setpoint torque. The control deviation can also be viewed as a virtual rotation of a torsion bar. If the control deviation is multiplied by a value that reflects the stiffness of the torsion bar, the steering handwheel setpoint torque is obtained. When using a non-linear characteristic or function it can be achieved that the steering handwheel setpoint torque increases only slightly with large control deviations. The steering handwheel setpoint torque is controlled or regulated via the steering handwheel actuator. In the case of a control, only the motor current of the steering handwheel actuator is regulated, while in the case of one regulation an additional regulation is superimposed on the whole. The actual steering handwheel torque is measured by a sensor, compared with the steering handwheel setpoint torque and adjusted as a manipulated variable via the steering handwheel actuator setpoint torque. In the case of pure control, however, the manipulated variable corresponds directly to the setpoint.

Nachteilig an diesem, aus dem Stand der Technik bekannten Regelungskonzept, ist, daß die Rückstellung des Lenkhandrades in die Neutralstellung nur schlecht funktioniert. Die auftretenden Radkräfte müssen die Zahnstange zurückdrücken, damit eine Regelabweichung entsteht, die über das Lenkhandrad-Sollmoment das Lenkhandrad zurückdreht. Diese Regelabweichung bewirkt aber gleichzeitig über den Lageregler des Lenkaktuators ein Lenkaktuator-Motor- moment, welches die Rückstellung der Zahnstange so lange zu verhindern versucht, wie das Lenkhandrad sich noch nicht bewegt.A disadvantage of this control concept known from the prior art is that the return of the steering handwheel to the neutral position only functions poorly. The wheel forces that occur must push the rack back so that a control deviation arises that turns the steering handwheel back via the steering handwheel setpoint torque. At the same time, this control deviation causes a steering actuator motor torque via the position controller of the steering actuator, which tries to prevent the rack from resetting as long as the steering handwheel is not yet moving.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde ein Lenksystem mit verbesserter Rückstellung darzustellen. Die der Erfindung zugrundeliegende Aufgabe wird durch ein, auch die kennzeichnenden Merkmale des Hauptanspruchs aufweisendes, gattungsgemäßes Lenksystem gelöst.The present invention has for its object to present a steering system with improved reset. The object on which the invention is based is achieved by a generic steering system which also has the characterizing features of the main claim.

Die Lösung der Aufgabe erfolgt insbesondere dadurch, daß bei unveränderter Lageregelung eine zweite, manipulierte Regelabweichung zur Ermittlung des Lenkhandrad-Sollmomentes berechnet wird. Dazu wird der Istwinkel mit einem Manipulationsfaktor multipliziert, der einen Wert kleiner 1 aufweist. Zur Berechnung des Lenkhandrad-Sollmomentes wird nun die manipulierte Regelabweichung, d. h. die manipulierte Winkeldifferenz zwischen Sollwinkel und Istwinkel, herangezogen. Dies führt dazu, daß das Lenkhandrad-Sollmoment immer in Richtung Geradeausfahrt vergrößert wird. Daraus ergibt sich ein gutes Rückstellverhalten des Lenksystems.The problem is solved, in particular, by calculating a second, manipulated control deviation for determining the steering handwheel setpoint torque with the position control unchanged. For this purpose, the actual angle is multiplied by a manipulation factor that has a value less than 1. For the calculation of the steering handwheel setpoint torque, the manipulated control deviation, i. H. the manipulated angle difference between the target angle and the actual angle. This means that the steering handwheel setpoint torque is always increased in the direction of straight-ahead driving. This results in a good reset behavior of the steering system.

Der Manipulationsfaktor sollte immer so nah wie möglich am Wert 1 gehalten werden, um neben einem guten Rückstellverhalten gleichzeitig ein gutes Fahrgefühl erzielen zu können.The manipulation factor should always be kept as close as possible to 1 in order to achieve a good driving experience in addition to good reset behavior.

Nachfolgend ist anhand der Figur ein Ausführungsbei- spiel eines erfindungsgemäßen Lenksystems näher beschrieben.An exemplary embodiment of a steering system according to the invention is described in more detail below with reference to the figure.

Die einzige Figur zeigt eine prinzipielle Darstellung der Steuerung bzw. Regelung eines erfindungsgemäßen Lenksystems .The single figure shows a basic illustration of the control or regulation of a steering system according to the invention.

Ein von einem Fahrer über ein Lenkhandrad auf einenOne by a driver using a steering wheel on one

Lenkhandradaktuator 1, der einen Elektromotor an einem oberen Teil einer Lenksäule aufweist, eingeleiteter Lenkradwinkel 2 wird erfaßt und mit Hilfe einer Lenkübersetzung 3 in einen Soll-Lenkwinkel 4 für eine untere Lenksäule umgewandelt. Alternativ kann auch mit einem Verschiebeweg einer Zahnstange gerechnet werden, da zwischen dem Lenkwinkel an einer unteren Lenksäule und dem Verschiebeweg der Zahnstan- ge eine lineare Beziehung durch die Übersetzung eines Antriebsritzels besteht. An einem Lenkaktuator 5, der hier beispielhaft aus einem Elektromotor mit Kugelumlaufmechanismus bestehen soll, wird ein Motor-Rotorwinkel gemessen, aus dem der Ist-Lenkwinkel 6 für eine untere Lenksäule bzw. ein tatsächlicher Zahnstangenweg bestimmt werden kann. Eine Regelabweichung 7 ergibt sich aus der Differenz von Soll- Lenkwinkel 4 und Ist-Lenkwinkel 6. Ein Lageregler 8 ermittelt daraus ein Lenkaktuator-Sollmoment 14, welches mit Hilfe einer feldorientierten Regelung 15 am Lenkaktuator 5 die Position Soll-Lenkwinkel 4 an der Zahnstange einstellt. Wird ein Lageregler 8 ohne I-Anteil verwendet, so bleibt immer eine stationäre Regelabweichung erhalten. Die Regelabweichung 7 kann außer zur Lageregelung an der Zahnstange auch zur Ermittlung eines Lenkhandrad-Sollmomentes 9 ver- wendet werden. Die Regelabweichung 7 stellt somit auch eine Verdrehung eines virtuellen Drehstabes dar. Zur Ermittlung des Lenkhandrad-Sollmomentes 9 wird eine zweite, manipulierte Regelabweichung 10 berechnet. Dabei wird zunächst der Ist-Lenkwinkel 6 mit einem Manipulationsfaktor 11 mul- tiplizert, dessen Betrag kleiner 1 ist, was einen manipulierten Ist-Lenkwin-kel 16 ergibt. Aus Soll-Lenkwinkel 4 und manipuliertem Ist-Lenkwinkel 16 ergibt sich eine manipulierte Regelabweichung 10. Zur Berechnung eines Lenkge- fühlsmomentes 12 wird die manipulierte Regelabweichung 10 verwendet, was dazu führt, daß das Lenkgefühlsmoment 12 immer in Richtung Geradeausfahrt vergrößert wird. Dies führt wiederum zu einem guten Rückstellverhalten des Lenksystems. Das Lenkgefühlsmoment 12 kann entsprechend den subjektiven Anforderungen 17 des Fahrers individuell angepaßt werden. Zum Lenkgefühlsmoment 12 wird noch ein Dreh- stabanschlagsmoment 13 addiert, welches aus der Regelabweichung 7 bestimmt wird und wie ein Drehstabanschlag eines konventionellen Lenksystems funktioniert. Eine Lenkunterstützung 18 wird in Form einer Kennlinie 18 derart hinterlegt, daß das Lenkgefühlsmoment 12 bei großer manipulierter Regelabweichung 10 dennoch nur mäßig ansteigt. Das Lenkgefühlsmoment 12 wird mit Hilfe eines Steuerungs-/Regelungs- oduls 19 des Lenkhandradaktuators 1 gesteuert oder geregelt. Bei einer reinen Steuerung wird nur der Motorstrom des Lenkhandradaktuators verändert, während bei einer Regelung der Veränderung des Motorstroms noch ein weiterer Regelkreis überlagert wird. Dabei wird das Lenkhandrad- Istmoment mit Hilfe eines nicht dargestellten Sensors gemessen, mit dem Lenkhandrad-Sollmoment 9 verglichen und durch den Lenkhandradaktuator 1 geregelt. Steering handwheel actuator 1, which has an electric motor on an upper part of a steering column, introduced steering wheel angle 2 is detected and with the aid of a steering ratio 3 converted into a target steering angle 4 for a lower steering column. Alternatively, a displacement path of a rack can also be expected since there is a linear relationship between the steering angle on a lower steering column and the displacement path of the rack due to the translation of a drive pinion. A motor rotor angle is measured on a steering actuator 5, which here is to consist, for example, of an electric motor with a recirculating ball mechanism, from which the actual steering angle 6 for a lower steering column or an actual rack travel can be determined. A control deviation 7 results from the difference between the desired steering angle 4 and the actual steering angle 6. A position controller 8 uses this to determine a desired steering actuator torque 14, which uses a field-oriented control 15 on the steering actuator 5 to set the desired steering angle 4 position on the rack , If a position controller 8 without an I component is used, a stationary control deviation is always retained. In addition to the position control on the rack, the control deviation 7 can also be used to determine a target steering wheel torque 9. The control deviation 7 thus also represents a rotation of a virtual torsion bar. A second manipulated control deviation 10 is calculated in order to determine the steering handwheel setpoint torque 9. The actual steering angle 6 is first multiplied by a manipulation factor 11, the amount of which is less than 1, which results in a manipulated actual steering angle 16. A manipulated control deviation 10 results from the desired steering angle 4 and the manipulated actual steering angle 16. The manipulated control deviation 10 is used to calculate a steering feel torque 12, which means that the steering feel torque 12 is always increased in the direction of straight travel. This in turn leads to a good reset behavior of the steering system. The steering feel torque 12 can correspond to the Subjective requirements 17 of the driver can be customized. A torsion bar stop torque 13 is added to the steering feel torque 12, which is determined from the control deviation 7 and how a torsion bar stop of a conventional steering system functions. A steering support 18 is stored in the form of a characteristic curve 18 in such a way that the steering feel torque 12 only increases moderately with a large manipulated control deviation 10. The steering feel torque 12 is controlled or regulated with the aid of a control module 19 of the steering wheel actuator 1. In the case of a pure control, only the motor current of the steering handwheel actuator is changed, while a further control circuit is superimposed when regulating the change in the motor current. The actual steering handwheel torque is measured with the aid of a sensor (not shown), compared with the desired steering handwheel torque 9 and regulated by the steering handwheel actuator 1.

Bezugszeichenreference numeral

I Lenkhandradaktuator 2 LenkradwinkelI Steering handwheel actuator 2 steering wheel angle

3 Lenkübersetzung3 steering ratio

4 Soll-Lenkwinkel4 target steering angle

5 Lenkaktuator5 steering actuator

6 Ist-Lenkwinkel 7 Regelabweichung6 Actual steering angle 7 Control deviation

8 Lageregler8 position controllers

9 Lenkhandrad-Sollmoment9 Target steering wheel torque

10 Regelabweichung10 control deviation

II Manipulationsfaktor 12 LenkgefühlsmomentII Manipulation factor 12 steering feel torque

13 Drehstabanschlagsmoment13 torsion bar stop torque

14 Lenkaktuator-Sollmoment14 Steering actuator setpoint torque

15 Feldorientierte Regelung15 Field-oriented control

16 Manipulierter Ist-Lenkwinkel 17 Subjektive Anforderungen16 Manipulated actual steering angle 17 Subjective requirements

18 Kennlinie18 characteristic curve

19 Steuerungs-/Regelungsmodul 19 control module

Claims

P a t e n t a n s p r ü c h e Patent claims 1. Lenksystem, das mit Hilfe eines von einem Fahrer über ein Lenkhandrad vorgegebenen Sollwertes durch mindestens einen Lenkaktuator (5) eine Regelgröße erzeugt, die zusammen mit einer Regelabweichung (7) von Sollwert und Regelgröße zur Bestimmung des am Lenkhandrad anliegenden Lenkmoments verwendet wird, dadurch g e k e n n - z e i c h n e t , daß eine zweite, durch einen Manipulationsfaktor (11) veränderte Regelabweichung (10) berechnet wird, die das Lenkmoment immer in Richtung Geradeausfahrt verändert, was zu einem guten Rückstellverhalten des Lenkhandrades führt.1. A steering system which, with the aid of a setpoint specified by a driver via a steering handwheel, generates a controlled variable by at least one steering actuator (5), which is used together with a control deviation (7) of the setpoint and controlled variable to determine the steering torque applied to the steering handwheel characterized in that a second control deviation (10), modified by a manipulation factor (11), is calculated, which always changes the steering torque in the direction of driving straight ahead, which leads to a good reset behavior of the steering handwheel. 2. Lenksystem nach Anspruch 1, dadurch g e e n n z e i c h n e t , daß der Manipulationsfaktor (11) so nah wie möglich am Wert 1 gehalten wird, um ein gutes Rückstellverhalten und gleichzeitig ein gutes Fahrgefühl zu gewährleisten.2. Steering system according to claim 1, characterized in that the manipulation factor (11) is kept as close as possible to the value 1 in order to ensure good reset behavior and at the same time a good driving experience. 3. Lenksystem nach Anspruch 1, dadurch g e k e n z e i c h n e t , daß der Manipulationfaktor (11) fahrzu- stands- und fahrerabhängig verändert werden kann.3. Steering system according to claim 1, characterized in that the manipulation factor (11) can be changed as a function of the driving state and the driver. 4. Lenksystem nach einem der vorhergehenden Ansprüche, dadurch g e k e n n z e i c h n e t , daß aus der Regelabweichung (7) ein Drehstabanschlagsmoment (13) bestimmt wird, das einen Drehstabanschlag simuliert und wie ein mechanischer Drehstabanschlag eines konventionellen Lenksystems funktioniert. 4. Steering system according to one of the preceding claims, characterized in that a torsion bar stop torque (13) is determined from the control deviation (7), which simulates a torsion bar stop and works like a mechanical torsion bar stop of a conventional steering system. 5. Lenksystem nach Anspruch 1, dadurch g e k e n n z e i c h n e t , daß die Regelabweichung (7) über einen Lenkhandradaktuator (1) auf das Lenkhandrad und somit an den Fahrer in Form eines Drehmomentes weitergegeben wird.5. Steering system according to claim 1, characterized in that the control deviation (7) is passed on to the steering handwheel via a steering handwheel actuator (1) and thus to the driver in the form of a torque. 6. Lenksystem nach Anspruch 1, dadurch g e k e n n z e i c h n e t , daß der Lageregler (8) des Lenkaktua- tors (5) mindestens einen P-, PI-, PD- oder PDTl-Regler enthält.6. Steering system according to claim 1, characterized in that the position controller (8) of the steering actuator (5) contains at least one P, PI, PD or PDTl controller. 7. Lenksystem nach Anspruch 1, dadurch g e k e n n z e i c h n e t , daß der Lageregler (8) des Lenkaktua- tors (5) einen Sollwert in eine Stellgröße umwandelt, die als Regelgröße ausgegeben wird.7. Steering system according to claim 1, characterized in that the position controller (8) of the steering actuator (5) converts a setpoint into a manipulated variable which is output as a controlled variable. 8. Lenksystem nach Anspruch 1, dadurch g e k e n n z e i c h n e t , daß das Drehmoment des Lenkhandrades gesteuert oder geregelt werden kann.8. Steering system according to claim 1, characterized g e k e n n z e i c h n e t that the torque of the steering handwheel can be controlled or regulated. 9. Lenksystem nach Anspruch 1, dadurch g e k e n n z e i c h n e t , daß der Lenkhandradaktuator (1) einen Elektromotor enthält, der auf einen Lenkmechanismus eine Lenkhilfskraft ausüben kann.9. Steering system according to claim 1, characterized in that the steering handwheel actuator (1) contains an electric motor which can exert a steering assist force on a steering mechanism. 10. Lenksystem nach einem der vorhergehenden Ansprüche, dadurch g e k e n n z e i c h n e t , daß das Lenksystem eine Eingangswelle, die mit einem Lenkhandrad in Wirkverbindung steht, aufweist, die zur Übertragung eines für das Lenken von zu lenkenden Rädern erforderlichen Dreh- momentes dient und ein Ausgangsglied aufweist, das mit den zu lenkenden Rädern in Wirkverbindung steht, und daß die Eingangswelle und das Ausgangsglied über ein drehelastisches Glied derart miteinander verbunden sind, daß zwischen der Eingangswelle und dem Ausgangsglied eine begrenzte Ver- drehbewegung möglich ist.10. Steering system according to one of the preceding claims, characterized in that the steering system has an input shaft which is operatively connected to a steering handwheel, which serves to transmit a torque required for steering wheels to be steered and has an output member which is in operative connection with the wheels to be steered, and that the input shaft and the output member are connected to one another via a torsionally elastic member such that between a limited twisting movement of the input shaft and the output member is possible. 11. Lenksystem nach Anspruch 1, dadurch g e - k e n n z e i c h n e t , daß das Lenksystem ein Lenksystem ist, das einen hydraulischen Servomotor für die Unterstützung eines in das Lenksystem eingeleiteten Lenkmoments, zwei durch einen Kolben getrennte Arbeitsräume, ein Steuerventil für die Steuerung eines von einer Druckquelle geför- derten Druckmittels zu und von den beiden Arbeitsräumen des Servomotors, welches über Arbeitsleitungen mit den Arbeitsräumen verbunden ist, aufweist. 11. Steering system according to claim 1, characterized in that the steering system is a steering system which has a hydraulic servo motor for supporting a steering torque introduced into the steering system, two working spaces separated by a piston, and a control valve for the control of a pressure source - Dered pressure medium to and from the two work spaces of the servo motor, which is connected to the work spaces via work lines.
PCT/EP2001/012003 2000-10-19 2001-10-17 Steering system Ceased WO2002032743A1 (en)

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DE2000151864 DE10051864A1 (en) 2000-10-19 2000-10-19 Steering system for motor vehicles with calculation of two manipulated regulation deviations to calculate steering wheel momentum

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