CN114802432A - Sideslip angle adjustment active steering return - Google Patents
Sideslip angle adjustment active steering return Download PDFInfo
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- CN114802432A CN114802432A CN202210058478.4A CN202210058478A CN114802432A CN 114802432 A CN114802432 A CN 114802432A CN 202210058478 A CN202210058478 A CN 202210058478A CN 114802432 A CN114802432 A CN 114802432A
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- 238000000034 method Methods 0.000 claims abstract description 40
- 238000004590 computer program Methods 0.000 claims description 8
- 238000011156 evaluation Methods 0.000 claims description 7
- 230000001133 acceleration Effects 0.000 claims description 5
- 238000005259 measurement Methods 0.000 claims description 4
- 238000002360 preparation method Methods 0.000 claims 13
- 230000008901 benefit Effects 0.000 description 6
- 230000005484 gravity Effects 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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- 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
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- 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
- B62D6/001—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits the torque NOT being among the input parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
A method for actively resetting the yaw of a steering system of a motor vehicle (1) is described, wherein the motor vehicle (1) comprises an axle with a plurality of steerable wheels (11) and a steering device with a controller (30) having an active return function. The method is characterized in that: detecting a steering angle with respect to an initial position and determining therefrom an average steering angle δ (21) of the steerable wheels; determining a slip angle alpha of a steerable wheel (11) f (22) (ii) a According to the slip angle alpha of the steerable wheel (11) f Setting steering angle for active reset deflectionSuch that in the target setting the slip angle alpha of the steerable wheel f Is zero degrees (23).
Description
Technical Field
The invention relates to a method for actively or automatically resetting the deflection of a steering system of a motor vehicle. Furthermore, the invention relates to a controller for actively resetting a deflection of a steering system of a motor vehicle, to a steering device for a motor vehicle, to a computer-implemented method, to a computer program product, and to a data carrier signal.
Background
In relation to motor vehicles that are steered by a person by means of a steering wheel or some other steering device, it has proven advantageous to provide the driver with torque feedback on the steering wheel. The torque feedback should correspond to the respective driving situation. Typically, the feedback torque is generated by a slip force at the wheels. In some driving situations, particularly at low speeds, the sliding force of the tires is not sufficient to push or transfer the steering system back to the central position or alternatively to the initial position of straight travel (straight travel position). Therefore, the electrically driven steering system has a so-called active return function. These are configured in such a way as to actively generate an assistance torque in order to shift the steering to the straight-ahead position. In this context, the direction of the feedback torque is chosen such that the steering wheel is always rotated back to the central or straight position.
However, it has been found that the configuration of the above-described feedback and corresponding driver assistance functions is not ideal, for example, in the case of a vehicle in an oversteered state. An oversteer condition is understood here to mean a condition in which the motor vehicle has a high rear axle slip angle, often also referred to as skidding. The sideslip angle of a motor vehicle is defined as the angle of the instantaneous body velocity vector at the center of gravity of the motor vehicle relative to the longitudinal axis of the motor vehicle. The rear axle slip angle is defined as the angle of the instantaneous body velocity vector intermediate the two rear wheels relative to the longitudinal axis of the motor vehicle. The front axle slip angle is defined as the angle of the instantaneous body velocity vector intermediate the two front wheels relative to the longitudinal axis of the motor vehicle.
If a lateral force acts on the tire, a "slip angle" occurs. In the case of a tire or wheel, slip angle is the angle between the velocity vector at the wheel contact point and the intersection of the wheel center plane and the road plane.
In an oversteered operating condition, the driver must reverse direction against the side-slip motion of the vehicle in order to stabilize the vehicle. While passive frictionless steering systems generally always tend to align the front wheels in the absence of a slip angle (i.e., in the absence of a lateral force acting on the front wheels), using the active return function described above results in the front wheels being steered to a straight position relative to the vehicle body or body. However, in the case of a driver that allows the steering wheel to rotate freely, this procedure leads to a reduction in the stability of the vehicle, since the steering wheel is moved back into the straight-ahead position by the return function, which does not lead to the required straight-ahead driving. In the case of driver active steering, the active steering function results in incorrect torque information for the driver. There is no link between the slip angle of 0 degrees at the steering wheel of the motor vehicle and the expected vanishing torque on the steering wheel in this case. Increased feedback torque is generally associated with an increase in slip angle of the steered wheel or tire. In such slipping situations, the known active return function is annoying to the driver and leads to unnecessary or even incorrect steering operations.
In the context of the known active return function, the initial position or alternatively the central position of the steering device is defined during straight-ahead driving by a displacement measurement of the steering system. This initial position, defined in this way, is then applied independently of the respective driving situation and in particular irrespective of the situation in which the steering wheel angle and the rear axle sideslip angle are in an oversteered condition relative to one another. These are in particular the case of slipping.
Disclosure of Invention
On this background, it is an object of the present invention to provide an improved method for actively resetting the deflection of a steering system of a motor vehicle, and to provide a corresponding controller, steering device and motor vehicle which provide feedback to the driver which is adapted to the respective driving situation. Further objects are to provide an advantageous computer implemented method, computer program product, and data carrier signal.
The above object is achieved by a method for actively resetting a deflection of a steering system of a motor vehicle according to patent claim 1, a controller according to patent claim 12, a steering device according to patent claim 13, a motor vehicle according to patent claim 14, a computer-implemented method according to patent claim 15, a computer program product according to patent claim 16 and a data carrier signal according to patent claim 17. The dependent claims contain further advantageous embodiments of the invention.
The method according to the invention for actively, in particular automatically, resetting a deflection of a steering system of a motor vehicle relates to a motor vehicle having an axle with a plurality of steerable wheels (for example a front axle) and having a steering device with a controller having an active, in particular automatic, return function. The steering device preferably comprises a steering wheel and the return function may be related to the deflection of the steering wheel and/or the steered wheels.
The method according to the invention comprises the following steps: the steering angle (e.g. the wheel steering angle or the steering wheel angle) is detected relative to an initial position, which may be, for example, a straight-ahead position, and an average steering angle of the steerable wheels is determined (in particular calculated) therefrom. The slip angle of the steerable wheels is determined (e.g., calculated). In a further step, a target setting for actively resetting the steering angle of the yaw is set in dependence on the slip angle of the steerable wheels, such that in the target setting the slip angle of the steerable wheels is zero degrees. If the front wheels are steered, the steered wheels of the front axle are parallel to the instantaneous speed at the front axle in the target setting, so their slip angle is zero degrees.
The method has the advantages that: the automatic resetting of the steering wheel, in particular the steering wheel, takes place in a manner adapted to the respective driving situation, in particular taking into account the slip angle which occurs due to oversteering or other reasons. The driver thus receives a real feedback, which does not lead to further annoying reversal operations. At the same time, the resetting based on the method according to the invention leads to a stabilization of the vehicle even in the case of already oversteering.
In an advantageous variant, the sideslip angle of the motor vehicle is determined and the slip angle is determined as a function of the sideslip angle of the motor vehicle, that is to say the target setting of the final steering angle is set as a function of the sideslip angle of the motor vehicle.
In another variant, the slip angle of the axle of the steerable wheel is determined and the slip angle is determined from the slip angle of the axle (e.g. the front axle), i.e. the target setting of the steering angle is set from the slip angle of the axle. In this case, the slip angle may be calculated as the difference between the average steering angle and the sideslip angle of the axle.
For example, a front axle sideslip angle of the motor vehicle, that is to say the angle between the instantaneous speed of the front axle and the longitudinal axis of the vehicle, can be determined (e.g. detected, in particular measured). If a side slip angle is detected at another point of the vehicle, the side slip angle may be converted to a front axle side slip angle with the same detected yaw rate and vehicle geometry. The target angle of the return function according to the invention is now selected such that the steered wheels of the front axle are parallel to the instantaneous speed of the front axle, i.e. their slip angle is zero degrees.
If the control of the return function according to the invention is based on the steering wheel angle and not on the wheel steering angle, the target angle of the steered wheels has to be converted into a target angle on the steering wheel. For example, in a mechanically coupled steering system, this occurs through a mechanical steering ratio function; in the case of an overlay type steering system, or even a steer-by-wire steering system, more functionality is considered, which is typically implemented in software. In order to reduce the difference between the current steering wheel angle and the target steering wheel angle, known embodiments of active return functions may now be considered, for example using interpolation tables or feedback speed control.
For example, the sideslip angle may be detected by a special sensor. In this case, a sensor specifically designed for detecting the slip angle may be provided as the sensor, or an existing sensor may be used for this purpose. In particular, the sideslip angle may be determined by a yaw rate and/or a lateral acceleration of the vehicle and/or a rotational speed of at least one wheel and/or other known vehicle variables from a motion model. The mentioned variants have the advantage that: they can be retrofitted at low cost or do not incur any additional cost if existing sensors or existing data are used.
In a further advantageous application of the method, a steering restoring force (i.e. a force acting on the steering) of the steerable wheels is determined, and a slip angle of the steerable wheels is determined as a function of the steering restoring force. In this case, the steering restoring force can be estimated, for example, by a steering system friction model and/or can be detected by sensors and/or can be determined from measurement data and/or control signals of existing sensors. Thus, in this variant, the determination of the sideslip angle is not used as a basis for determining the target angle. In this application, the angular distance between the current wheel steering position and the steering angle of the freely rolling steered wheel is directly deduced from the estimation of the steering restoring force. In other words, the slip angle of the steered wheel is calculated directly from the steering restoring force and used as the distance to the target angle on the wheel. This distance can now be used as described above to determine the target angle on the steering wheel and/or the steered wheels.
If the application is further simplified, the current steering resilience can be used to determine the direction of the return function. In this case, it is advisable to use a feedback speed controller as an active return function in the respective direction. At this time, the amplitude of the steering restoring force can be advantageously used to influence the return function.
As already mentioned, the restoring force of the wheel or tire acting on the steering can be detected by a sensor, for example. In addition or as an alternative, the restoring force currently acting on the steering can be determined (e.g. calculated or estimated) from the measurement data of existing sensors and/or from the control signals. In particular, the restoring force currently acting on the steering can be determined (e.g., measured) by a torque sensor and/or can be determined by a torque demand and/or a steering angle acceleration. In this case, the steering angle acceleration may be calculated from the steering angle velocity determined by the steering angle sensor and/or from the detected steering angle. In addition or as an alternative to the mentioned variants, it is also possible to determine (for example estimate) the restoring force currently acting on the steering more accurately by means of a steering system friction model. Taking into account the restoring force currently acting on the steering as an indicator of the magnitude of the slip angle, in particular of the front axle, represents a reliable and easily implementable variant.
In an advantageous variant, as part of the method according to the invention, the torque required for the active return, that is to say the auxiliary restoring torque, is determined (for example calculated). In particular, the torque required for active return can be generated as a feedback torque acting on the steering wheel. The steering wheel is preferably moved to a set target position of the steering angle.
In another variation, a signal may be output to the controller to actively reset the deflection of the steering wheel. This may take the form of a feedback torque signal and/or as a signal for controlling the active return function and/or as a signal representative of the target angle.
The control device according to the invention for actively, in particular automatically, resetting the deflection of a steering system, in particular a steering wheel and/or steerable wheels, of a motor vehicle comprises a plurality of steerable wheels and comprises a steering device, preferably with a steering wheel. The controller comprises means for detecting the steering angle relative to an initial position, means for determining the slip angle of the steerable wheel, and evaluation means for setting a target setting for actively resetting the steering angle of the deflection depending on the slip angle of the steerable wheel, such that in the target setting the slip angle of the steerable wheel is zero degrees.
Preferably, there are means for detecting the slip angle of the motor vehicle (for example on the front axle) and/or means for detecting the restoring force of the wheels. The means may be a respective sensor or a signal input for receiving a respective signal from a suitable sensor.
The controller is preferably designed for performing the method according to the invention as described above. The controller according to the invention has the features and advantages already mentioned above. For example, the controller can be designed as an open-loop and/or closed-loop control device.
The steering device according to the invention comprises the already described controller according to the invention or is designed to carry out the above described method according to the invention. The steering device according to the invention has the features and advantages already mentioned above.
For example, a steering device for a motor vehicle according to the present invention includes a steering wheel and a rack mechanically connected to the steering wheel. The rack is designed to be mechanically connectable to at least one steerable wheel. Other mechanical connections between the driver's operating element, usually embodied as a steering wheel, and the steered wheels, usually on the front axle, are also conceivable. Furthermore, the steering device according to the invention can be a superimposed steering system, which can introduce an additional steering angle by means of an active element, or a steer-by-wire steering system without any mechanical coupling.
The motor vehicle according to the invention comprises the steering device according to the invention described above. For example, the motor vehicle may be a passenger car, a truck, a bus or a mini bus.
The computer-implemented method according to the invention comprises instructions which, when the program is executed by a computer, cause the computer to carry out the method according to the invention described above. The computer program product according to the invention comprises instructions which, when the program is executed by a computer, cause the computer to carry out the method according to the invention described above. The data carrier signal according to the invention transmits the computer program product according to the invention. The computer-implemented method according to the invention, the computer program product according to the invention and the data carrier signal according to the invention have the advantages already mentioned and enable simple and low-cost retrofitting of motor vehicles to apply the method according to the invention.
Overall, the invention has the advantages: in combination with the active return function of the steering system, in particular the steering wheel, an improved and more realistic torque feedback can be provided for the user. Furthermore, driving safety is improved by the fact that: in any case of active return steering, in particular also in the case of oversteering of the motor vehicle or the occurrence of a large sideslip angle on the rear axle, the stability of the vehicle is ensured.
Drawings
The invention is explained in more detail below by means of exemplary embodiments with reference to the drawings. While the present invention has been particularly shown and described with reference to preferred illustrative embodiments, it is not intended that the invention be limited to the disclosed examples, and that other modifications may occur to those skilled in the art without departing from the scope of the invention.
The drawings are not necessarily to scale and to scale with detail, and may be shown exaggerated or reduced in size to provide a better overview. Therefore, functional details disclosed herein are not to be interpreted as limiting, but merely as an illustrative basis for teaching one skilled in the art to variously employ the present invention.
The phrase "and/or," when used in connection with a series of two or more elements, means that any of the listed elements may be used alone or in any combination of the two or more listed elements. For example, if a described composition comprises components A, B and/or C, the composition may comprise a alone; b alone; separately comprises C; a combination comprising A and B; a combination comprising A and C; a combination comprising B and C; or a combination comprising A, B and C.
Fig. 1 schematically shows a motor vehicle with a steering device according to the invention with a control device according to the invention;
fig. 2 shows schematically in the form of a flow chart a variant embodiment of the method according to the invention.
Detailed Description
Fig. 1 schematically shows a motor vehicle 1 with non-steered rear wheels 10 and steered front wheels 11, the steered front wheels 11 being driven by a rack 14 via tie rods 16. The rack 14 is in turn connected to the steering wheel 12 via a steering column 13. A servo-assistance system consisting of a motor 15 and a corresponding control unit 30 together is provided and supports the force exerted by the driver.
The vehicle 1 is at an instantaneous speed v c And moves its center of gravity 17 at an instantaneous rate of rotation psi in the plane, the instantaneous velocity v c Involving a side slip angle beta relative to the longitudinal axis 2 c . By means of the geometric ratio, the respective instantaneous front axle speed v of the other points of the vehicle 1, in particular the front axle, can now be determined f And corresponding front axle sideslip angle beta f . The wheel steering angle is represented by δ. Central axis 3 of steered wheels 11 and instantaneous front axle speed v f Is defined as the front wheel slip angle alpha f 。
The steering system consisting of the steering wheel 12, the steering column 13, the rack 14, the servo motor 15 for servo service, the controller 30 according to the invention and the tie rod 16 should be considered as an example and can be replaced by a differently designed steering system. In particular, the mechanical coupling between the steering wheel 12 and the steered wheels 11 can be interrupted by omitting the steering column 13 and operating the rack 14 by means of a dedicated servomotor or even deflecting each steered wheel 11 by means of a dedicated motor.
The steered front wheels 11 are not necessarily parallel due to the steering kinematics embodied by the tie rods 16 and the rack 14, and an arithmetic average of the steering angles of the front wheels may be used.
The controller 30 according to the invention comprises means 31 for detecting the current steering angle delta, for example of the steering wheel 12 or steerable wheels 11, relative to an initial position, means 32 for determining the slip angle of the steerable wheels, and evaluation means 33 for setting a target setting of the steering angle, for example of the steering wheel. In this case, the means for detecting the current steering angle and the means for determining the slip angle 32 are connected to the evaluation means 33 for signal transmission. This is indicated by the arrow.
In order to set a target setting for actively resetting the steering angle of the yaw as a function of the slip angle of the steerable wheels, the evaluation device 33 is designed such that in the target setting the slip angle of the steerable wheels is zero degrees. The evaluation device is preferably designed to determine and output a restoring torque.
In the method for actively resetting the yaw of the steering wheel 12 of the motor vehicle 1 shown in fig. 2, in a first step 21 the steering angle of the steering (for example the wheel steering angle δ and/or the yaw angle of the steering wheel 12 relative to the initial position) is detected and the average steering angle of the steerable wheels is determined therefrom. For example, the average steering angle of the front wheels 11 may be calculated.
In a second step 22, the slip angle of the steerable wheel is determined. For this purpose, the current sideslip angle β of the motor vehicle may be detected c And the current front axle sideslip angle β can be calculated therefrom f . The average steering angle of the front wheels 11 can now be compared to the front axle slip angle beta f Are compared to thereby calculate the front wheel slip angle alpha f 。
In step 23, the slip angle α is determined according to the steerable wheels f The target setting for actively resetting the steering angle of the yaw is set such that the slip angle of the steered wheel is zero degrees in the target setting. In step 24, the front wheel slip angle α may be determined f And/or a target setting of the steering angle to determine (preferably calculate) an auxiliary restoring moment. This torque required for active return can be generated as a feedback torque acting on the steering wheel. Additionally or alternatively, the specific torque required to set the target setting and/or active reset may be output to the controller in the form of a signal for controlling the active return function.
In an alternative embodiment of the invention, various variables of the electric power steering system are detected in order to determine the slip angle. These include the steering wheel torque introduced by the driver on the steering wheel 12 and the auxiliary steering torque applied by the servo motor 15. Advantageously, further values, for example the current steering wheel angular speed, can also be read in. From these variables, the restoring force of the tire exerted on the rack 14 by the tie bar 16 is calculated. This can be achieved by torque balancing, possibly compensated with dynamic and frictional loads. An observer model can also be advantageously used, using feedback of known values. Front wheel slip angle alpha is inferred from the restoring force of the tire exerted on rack 14 by tie rod 16 f 。
In a fourth step 24, again according to the invention, according to the front wheel slip angle α f And calculating the auxiliary restoring moment. This torque required for active return can be generated as a feedback torque acting on the steering wheel. Additionally or alternatively, the specific torque required to set the target setting and/or active reset may be output in the form of a signal to the controlA controller for controlling the active return function.
List of reference numerals
1 Motor vehicle
2 longitudinal axis
3 central axis
10 rear wheel
11 front wheel
12 steering wheel
13 steering column
14 rack
15 servo motor
16 draw bar
17 center of gravity
21 detecting the steering angle relative to the initial position and determining the average steering angle of the steerable wheels
22 determining the slip angle of a steerable wheel
23 according to the slip angle alpha of the steerable wheel f Setting a target setting for actively resetting the steering angle of the yaw such that in the target setting the slip angle of the steerable wheels is zero degrees
24 determining an auxiliary restoring moment
30 controller
31 device for detecting current steering angle
32 device for determining the slip angle of a steerable wheel
33 evaluation device
v c Instantaneous speed
v f Instantaneous front axle speed
α f Front wheel slip angle
β c Sideslip angle
β f Front axle sideslip angle
Delta steering angle of wheel
Psi slew rate
Claims (17)
1. A method for actively resetting a deflection of a steering system of a motor vehicle (1), wherein the motor vehicle (1) comprises an axle with a plurality of steerable wheels (11) and a steering device comprising a controller (30) with an active return function,
it is characterized in that the preparation method is characterized in that,
-detecting a steering angle with respect to an initial position and determining therefrom an average steering angle delta (21) of the steerable wheels,
-determining a slip angle a of the steerable wheel (11) f (22)，
-said slip angle a according to said steerable wheel (11) f To set a target setting for actively resetting the steering angle of a yaw such that in the target setting the slip angle a of the steerable wheel f Is zero degrees (23).
2. The method of claim 1, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
determining a sideslip angle β of the motor vehicle (1) c And according to the sideslip angle beta of the motor vehicle (1) c To determine said slip angle alpha f 。
3. The method according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
determining the slip angle beta of the axle of the steerable wheel (11) f And according to the sideslip angle beta of the axle f To determine said slip angle alpha f 。
4. The method of claim 1, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
determining a steering restoring force of the steerable wheel (11) and determining the slip angle a of the steerable wheel (11) depending on the steering restoring force f 。
5. The method of claim 4, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
the steering restoring force is estimated and/or detected by means of sensors and/or determined from measurement data and/or control signals of existing sensors.
6. The method according to claim 4 or 5,
it is characterized in that the preparation method is characterized in that,
the steering restoring force is determined by a torque sensor and/or a steering angle acceleration and/or by a steering system friction model.
7. The method of any one of claims 1 to 6,
it is characterized in that the preparation method is characterized in that,
detecting the slip angle alpha by means of a sensor f 。
8. The method of any one of claims 1 to 7,
it is characterized in that the preparation method is characterized in that,
determining the slip angle alpha by a yaw rate and/or a lateral acceleration of the vehicle and/or a rotational speed of at least one wheel (11), and/or by a steering system friction model f 。
9. The method of any one of claims 1 to 8,
it is characterized in that the preparation method is characterized in that,
the method also includes determining a torque required for active return (24).
10. The method of claim 9, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
the torque required for active return is generated as a feedback torque acting on the steering wheel (12) and/or the steering wheel (12) is brought into a target setting of the steering angle.
11. The method of any one of claims 1 to 10,
it is characterized in that the preparation method is characterized in that,
a signal is output to the controller (30) for actively resetting the deflection of the steering wheel (12).
12. A controller (30) for actively resetting a deflection of a steering system of a motor vehicle (1) having a plurality of steerable wheels (11),
it is characterized in that the preparation method is characterized in that,
the control device (30) comprises a device (31) for detecting a steering angle relative to an initial position,
means (32) for determining the slip angle of the steerable wheel, and
an evaluation device (33) for setting a target setting for actively resetting a steering angle of a yaw as a function of the slip angle of the steerable wheel, such that in the target setting the slip angle of the steerable wheel is zero degrees.
13. A steering device for a motor vehicle (1),
it is characterized in that the preparation method is characterized in that,
the steering device comprises a controller (30) according to claim 12 and/or is designed to perform a method according to any one of claims 1 to 11.
14. A motor vehicle (1) having a plurality of steerable wheels (11), the motor vehicle (1) comprising a steering device according to claim 13.
15. A computer-implemented method comprising instructions which, when the program is executed by a computer, cause the computer to perform the method according to any one of claims 1 to 11.
16. A computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to any one of claims 1 to 11.
17. A data carrier signal carrying the computer program product according to claim 16.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102021101411.5 | 2021-01-22 | ||
| DE102021101411.5A DE102021101411A1 (en) | 2021-01-22 | 2021-01-22 | Side slip angle-adapted active steering reset |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114802432A true CN114802432A (en) | 2022-07-29 |
Family
ID=82320827
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210058478.4A Pending CN114802432A (en) | 2021-01-22 | 2022-01-19 | Sideslip angle adjustment active steering return |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN114802432A (en) |
| DE (1) | DE102021101411A1 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102006019790A1 (en) | 2006-04-28 | 2007-10-31 | Zf Lenksysteme Gmbh | Steering control method |
| DE102008043049B4 (en) | 2008-10-22 | 2020-09-10 | Robert Bosch Gmbh | Driving dynamics controller with steering intervention based on slip angle |
| DE102016222985A1 (en) | 2016-11-22 | 2018-05-24 | Volkswagen Aktiengesellschaft | Electromechanical steering and method for controlling electromechanical steering |
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2021
- 2021-01-22 DE DE102021101411.5A patent/DE102021101411A1/en active Pending
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2022
- 2022-01-19 CN CN202210058478.4A patent/CN114802432A/en active Pending
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| DE102021101411A1 (en) | 2022-07-28 |
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