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WO2005085042A1 - Procede permettant de determiner et d'adapter une courbe caracteristique angle de maniement de direction - angle de braquage de roue - Google Patents

Procede permettant de determiner et d'adapter une courbe caracteristique angle de maniement de direction - angle de braquage de roue Download PDF

Info

Publication number
WO2005085042A1
WO2005085042A1 PCT/EP2005/002063 EP2005002063W WO2005085042A1 WO 2005085042 A1 WO2005085042 A1 WO 2005085042A1 EP 2005002063 W EP2005002063 W EP 2005002063W WO 2005085042 A1 WO2005085042 A1 WO 2005085042A1
Authority
WO
WIPO (PCT)
Prior art keywords
angle
wheel
steering
characteristic curve
steering handle
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/EP2005/002063
Other languages
German (de)
English (en)
Inventor
Bernd Danner
Thomas Dohmke
Eckart Fischer
Jesko Klandt
Jens KÖHNLEIN
Steen Kristensen
Jakob Seiler
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of WO2005085042A1 publication Critical patent/WO2005085042A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B62D15/024—Other means for determination of steering angle without directly measuring it, e.g. deriving from wheel speeds on different sides of the car
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle

Definitions

  • the invention relates to a method for determining and adapting a steering handle angle wheel steering angle characteristic curve.
  • a steering system for a motor vehicle which has a steering device for a motor vehicle with at least one steerable axle, an actuator, a superposition and a steering gear.
  • the overlay and the steering gear each have a mechanical translation.
  • the steerable axle, the actuator, the superposition gear and the steering gear are operatively connected to one another.
  • the superposition gear By means of the superposition gear, the steering movements initiated by the driver are superimposed on the movements initiated by the actuator.
  • the overall movement thus obtained is fed to the steering gear, which transmits this movement as a wheel steering angle to the wheels of the steerable axle.
  • the mechanical ratio of the steering gear is variable. This allows the relationships between the steering wheel movements and the wheel steering angles of the steerable wheels to be set.
  • the steering system comprises a steering handle that can be actuated by a vehicle driver with at least one steerable vehicle wheel that is actuated as a function of actuations of the steering handle.
  • the steering system further comprises a control system which enables the steering system to be operated in a steer-by-wire level and in a fallback level and which, at least in an emergency, moves from the steer-by-wire level to the Switches over the fallback level, an electrical and / or electronic coupling device that couples the steering handle to the steerable vehicle wheel in the steer-by-wire level and a hydraulic and / or mechanical coupling device that couples the steering handle with the steerable vehicle wheel in the fallback level ,
  • the steering system is designed such that the coupling between the steering handle and the steerable vehicle wheel takes place in the steer-by-wire level as a function of at least one first coupling coefficient and in the fallback level as a function of at least a second coupling coefficient.
  • the coupling coefficients are each designed as a function of at least one operating parameter of the vehicle and / or the steering system.
  • the coupling coefficient k can have a functional relationship with respect to an operating parameter p of the vehicle and / or the steering system.
  • the operating parameter can be, for example, the steering angle set on the steering handle. An adaptation of the functional relationship over the life of the vehicle is not described in this document.
  • the object of the present invention is to provide a method and an apparatus for performing the method, which enables a more precise detection of the vehicle movement.
  • This object is achieved by a method of the type mentioned at the outset, in which the current wheel steering angle or a current size describing the wheel steering angle is determined, a current steering handle angle is recorded and an existing characteristic curve is corrected on the basis of the assignment of the current wheel steering angle or the descriptive quantity to the current steering handle angle is a steering handle angle-radius angle characteristic curve or is derived from several such assignments is fathered.
  • the steering handle angle-wheel steering angle characteristic curve can be determined adaptively from the wheel steering angle, which is always being determined again and again, or the size describing it and the associated detected steering handle angle. This means that this characteristic curve, which is different for each vehicle and develops differently for each vehicle due to wear, accidents, tires, etc., does not have to be measured, but can be learned and adjusted automatically.
  • the wheel steering angle itself does not necessarily have to be determined. It may be sufficient to determine a variable that is related to the wheel steering angle, such as, for example, the radius of a circle that a rear wheel describes when cornering and whose center lies on a line through the rear axle. This means that a steering handle angle - wheel steering angle characteristic curve is also to be understood as a characteristic curve which represents an assignment of steering handle angles to the variables describing the wheel steering angle.
  • the distances traveled by at least two wheels are recorded and the parameters describing the wheel steering angles or the wheel steering angles are determined from them, in particular from partial routes.
  • the wheels move on different trajectories on the road, ie they cover different distances.
  • the distance covered by a wheel within a given period of time can be recorded, for example, using wheel encoders. It can be provided that a certain number of pulse signals of one revolution of a wheel detected by the wheel encoders that corresponds. If the different distances from at least two wheels are known, the driven partial trajectory and thus the wheel steering angle can be deduced using mathematical-geometric methods.
  • the distances traveled are recorded at least on two wheels arranged on different sides with respect to a central longitudinal axis of the vehicle. This means that a route is recorded on the left side of the vehicle and a route on the right side of the vehicle. Knowing the distance between the two wheels, the wheel steering angle can be determined from the partial trajectories with the aid of a simple vehicle model. Determining trajectories or partial trajectories has the advantage that no separate sensors or encoders for determining the wheel steering angle have to be provided on the steerable wheels. However, it is fundamentally conceivable to provide such sensors in order to directly detect the wheel steering angle.
  • a simple steering model for example, consists of a straight rod with wheels suspended at the end.
  • the steering model advantageously consists of three rods, two rods respectively describing the front and rear axles of the vehicle and one rod describing the front and rear axles withstands. It is also think-fc> ar to create steering models that take into account a slip in the steering line and the mechanics in the steering line. It goes without saying that the more precisely the model reproduces reality, the more precisely the wheel steering angle or the quantity describing it can be detected. It should be noted here that a single-track model is preferably used to determine the wheel steering angle. This means that the wheel steering angle describes a wheel position as it would have to be in a wheel arranged in the middle between the two steered wheels. This takes into account that the steered wheels actually have different wheel steering angles when cornering.
  • this assignment of the wheel steering angle or the size describing it to the steering handle angle is for a Correction of the characteristic discarded. This means that in such a case these values are not taken into account for a correction of the characteristic.
  • this wheel steering angle is correlated with the currently recorded steering handle angle or assigned to it and the existing characteristic curve is corrected if necessary if a deviation from the characteristic curve is detected.
  • this procedure can deliver incorrect results when the coefficient of friction is low, for example when the vehicle slides on black ice.
  • a further accuracy of the characteristic curve can be achieved if speed ranges are defined and characteristic curves are created or corrected for the speed ranges.
  • a field of characteristics is created by differentiating between different speed ranges.
  • a steering system for a vehicle with a steering handle which can be actuated by a driver, in particular a steering wheel on which a steering handle angle can be set, with at least one steerable vehicle wheel on which a wheel steering angle is set as a function of actuations of the steering handle and with a steering handle angle detection means, wherein a computer unit is provided, which is connected to a wheel steering angle detection device and the steering handle angle detection means and generates a characteristic curve or corrects an existing characteristic curve from an assignment of the current steering handle angle and current wheel steering angle.
  • a characteristic curve can be learned and adjusted "on-line".
  • characteristic curves no longer have to be generated with great effort and effort.
  • a characteristic curve can be generated and corrected individually for each vehicle Assignment of a steering handle angle to a wheel angle It can also be provided that in the computer unit a variable describing the wheel steering angle is assigned to the currently set and recorded steering handle angle.
  • the characteristic curve can be generated or corrected with particularly simple means if the wheel steering angle detection device comprises at least two wheel path detection means, in particular wheel encoders.
  • wheel encoders present on the vehicle wheels can be used anyway.
  • Such wheel encoders are also referred to as pulse ring counters.
  • Figure 1 is a schematic representation to illustrate the inventive method.
  • 2 shows a schematic illustration of a steering system
  • 3 shows the determination of a variable describing the wheel steering angle on the basis of the front wheels
  • FIG. 1 shows a vehicle model 1 in a first position.
  • the rear wheels 2, 3 are attached to a rear axle 4.
  • the distance between the rear axle 4 and the front axle 6 is determined by a rod 5.
  • the steerable front wheels 7, 8 are arranged on the front axle 6.
  • the front wheels 7, 8 are turned to the left. If a vehicle now drives with this turning of the front wheels 7, 8, the front wheel 7 moves on the trajectory 9 and the front wheel 8 on the trajectory 10.
  • the wheels 7, 8 have different paths return. This applies not only to the length, but also to the radius of the respective trajectories 9, 10. At the end of the trajectories 9, 10, the wheels 7, 8 assume the positions 11, 12.
  • the track width of the vehicle is determined by the front axle 6 or rod.
  • the distances traveled on the trajectories 9, 10 are recorded. Due to the cornering, the trajectories have different paths. Knowing the track width, the wheel angle ⁇ can be determined from this difference. This wheel angle ⁇ is correlated with a steering handle angle via a characteristic curve.
  • a steering system 20 is shown schematically in FIG. 2.
  • the steering system 20 comprises a steering handle 21 designed as a steering wheel, by the actuation of which the wheels 22, 23 are formed. can be steered or a wheel steering angle can be set.
  • the steering handle angle set by actuating the steering handle 21 is detected by a steering handle angle detection device 24 and fed to a computer unit 25.
  • the paths covered by the wheels 22, 23 are detected by wheel path detection means 26, 27, which can be designed as pulse ring counters, and delivered to the computer unit 25.
  • the wheel path detection means 26, 27 can form a wheel steering angle detection device with part of the computer unit 25.
  • a wheel steering angle or a variable describing it is first determined from the paths detected by the wheel path detection means 26, 27 and the distance between the wheels 22, 23. This current wheel steering angle is assigned to the steering handle angle detected by the steering handle angle detection means 24.
  • An existing characteristic curve 28 can be corrected with a single assignment of this type, on the other hand a characteristic curve 28 can be generated from several such assignments.
  • FIG. 3 shows a possibility of determining a variable related to the wheel steering angle on the basis of the front wheels 31, 32 of a simple vehicle model.
  • the solid lines represent the position of the vehicle at time t 0.
  • the dotted line describes the position of the right front wheel 32 at the following time ti.
  • the vehicle travels the angle on a circle ⁇ .
  • s 0 2 ⁇ 2 + r 2 (i)
  • s 2 l 2 + (r 0 + h) 2 (2)
  • r 0 is the distance of the right rear wheel 33 from a pivot point 34 on a line through the rear axle
  • s 0 and Si are the distances of the front wheels 31, 32 from the pivot point 34
  • 1 the wheelbase
  • ie the distance between the axles
  • h the Track width
  • b 0 and bi are the distances or trajectories traveled by the front wheels 31, 32 in the time interval.
  • the size r 0 represents a size describing the wheel steering angle.
  • the wheel steering angle ß is so with an average of the wheel steering angles of the wheels 31, 32.
  • the wheel steering angle can therefore be determined from equation (6) using the single-track model as follows:
  • the assigned wheel steering angle ⁇ is again obtained from equation (7).

Landscapes

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

Abstract

Procédés permettant de déterminer et d'adapter une courbe caractéristique (28) angle de maniement de direction - angle de braquage de roue, selon lesquels un angle de braquage de roue effectif (β) ou une grandeur (ro) décrivant l'angle de braquage de roue effectif est déterminé, un angle effectif de maniement de direction est détecté, et une courbe caractéristique existante (28) est corrigée à l'aide d'une coordination de l'angle de braquage de roue effectif (β) ou de la grandeur (ro) décrivant cet angle avec l'angle de maniement de direction effectif ou bien une courbe caractéristique (28) angle de maniement de direction - angle de braquage de roue est produite à partir de plusieurs de ces coordinations. Une courbe caractéristique ainsi produite ou corrigée tient compte des modifications de la coordination sur la durée de vie du véhicule.
PCT/EP2005/002063 2004-03-04 2005-02-26 Procede permettant de determiner et d'adapter une courbe caracteristique angle de maniement de direction - angle de braquage de roue Ceased WO2005085042A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410010540 DE102004010540A1 (de) 2004-03-04 2004-03-04 Verfahren zum Bestimmen und Anpassen einer Lenkhandhabewinkel-Radlenkwinkel-Kennlinie
DE102004010540.5 2004-03-04

Publications (1)

Publication Number Publication Date
WO2005085042A1 true WO2005085042A1 (fr) 2005-09-15

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PCT/EP2005/002063 Ceased WO2005085042A1 (fr) 2004-03-04 2005-02-26 Procede permettant de determiner et d'adapter une courbe caracteristique angle de maniement de direction - angle de braquage de roue

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DE (1) DE102004010540A1 (fr)
WO (1) WO2005085042A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2977297A1 (fr) * 2014-07-25 2016-01-27 Valeo Schalter und Sensoren GmbH Procede de determination d'un angle de direction d'un vehicule automobile, dispositif d'assistance et vehicule automobile
US9511776B2 (en) 2014-03-06 2016-12-06 Fujitsu Limited Locus estimation device and locus estimating method
EP3165424A1 (fr) * 2015-10-29 2017-05-10 Valeo Schalter und Sensoren GmbH Procédé de détermination d'un angle de braquage de roue de roues dirigeables d'un véhicule à moteur en tenant compte du couple de rotation, de la direction de commande, du système d'assistance du conducteur ainsi que du véhicule
CN107364490A (zh) * 2016-05-11 2017-11-21 株式会社万都 驾驶辅助设备及其转向控制方法

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004037947B4 (de) * 2004-08-04 2010-05-12 Günter Fendt Fahrzeug mit einem Drive-by-Wire-Lenksystem zur Steuerung oder Regelung einer Fahrtrichtung
DE102010039130A1 (de) * 2010-08-10 2012-02-16 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Bestimmen der Lenkübersetzung eines zweispurigen zweiachsigen Fahrzeugs und zum Bestimmen oder Beeinflussen von dessen Position
DE102013021826A1 (de) * 2013-12-21 2015-06-25 Valeo Schalter Und Sensoren Gmbh Verfahren zum Bestimmen eines aktuellen Lenkwinkels eines Kraftfahrzeugs, Fahrerassistenzeinrichtung und Kraftfahrzeug
SE542067C2 (en) 2017-12-08 2020-02-18 Toyota Mat Handling Manufacturing Sweden Ab System and method for determining a first steering angle of a forklift truck
DE102023210367A1 (de) * 2023-10-20 2025-04-24 Zf Automotive Germany Gmbh Steer-by-wire-Lenksystem und Verfahren

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0460582A2 (fr) * 1990-06-04 1991-12-11 Nippondenso Co., Ltd. Appareil de détection d'angle de direction pour véhicules à moteur
DE4320171A1 (de) 1993-06-18 1994-12-22 Bosch Gmbh Robert Verfahren zur Bestimmung des Radlenkwinkels
DE19601826A1 (de) 1996-01-19 1997-07-24 Bosch Gmbh Robert Lenksystem für ein Kraftfahrzeug
DE19618624C1 (de) * 1996-05-09 1997-09-25 Daimler Benz Ag Vorrichtung zur Auswertung von Signalen
DE10021903A1 (de) 2000-05-05 2001-11-15 Daimler Chrysler Ag Lenksystem für ein Fahrzeug
EP1310419A2 (fr) * 2001-11-12 2003-05-14 Jungheinrich Aktiengesellschaft Procédé et appareil pour calibrer un organe de commande d'une direction assistée électrique d'un chariot de manutention
EP1422125A2 (fr) * 2002-11-19 2004-05-26 Koyo Seiko Co., Ltd. Dispositif de correction de l'angle de braquage

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0460582A2 (fr) * 1990-06-04 1991-12-11 Nippondenso Co., Ltd. Appareil de détection d'angle de direction pour véhicules à moteur
DE4320171A1 (de) 1993-06-18 1994-12-22 Bosch Gmbh Robert Verfahren zur Bestimmung des Radlenkwinkels
DE19601826A1 (de) 1996-01-19 1997-07-24 Bosch Gmbh Robert Lenksystem für ein Kraftfahrzeug
DE19618624C1 (de) * 1996-05-09 1997-09-25 Daimler Benz Ag Vorrichtung zur Auswertung von Signalen
DE10021903A1 (de) 2000-05-05 2001-11-15 Daimler Chrysler Ag Lenksystem für ein Fahrzeug
EP1310419A2 (fr) * 2001-11-12 2003-05-14 Jungheinrich Aktiengesellschaft Procédé et appareil pour calibrer un organe de commande d'une direction assistée électrique d'un chariot de manutention
EP1422125A2 (fr) * 2002-11-19 2004-05-26 Koyo Seiko Co., Ltd. Dispositif de correction de l'angle de braquage

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9511776B2 (en) 2014-03-06 2016-12-06 Fujitsu Limited Locus estimation device and locus estimating method
EP2977297A1 (fr) * 2014-07-25 2016-01-27 Valeo Schalter und Sensoren GmbH Procede de determination d'un angle de direction d'un vehicule automobile, dispositif d'assistance et vehicule automobile
EP3165424A1 (fr) * 2015-10-29 2017-05-10 Valeo Schalter und Sensoren GmbH Procédé de détermination d'un angle de braquage de roue de roues dirigeables d'un véhicule à moteur en tenant compte du couple de rotation, de la direction de commande, du système d'assistance du conducteur ainsi que du véhicule
CN107364490A (zh) * 2016-05-11 2017-11-21 株式会社万都 驾驶辅助设备及其转向控制方法

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