• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for detecting a transition (4 ') in a noisy signal, during which a noisy signal (Signal) carrying information used for the management of the power steering is submitted, said method comprising a sub-step (a1), during which the time derivative of the noisy signal is evaluated, and then a selective filtering substep (a2) during which said time derivative of the noisy signal is compared with a threshold of variation ( Spic) predetermined in order to detect the appearance of a derivative peak (7), greater than said threshold of variation (Spic), it is estimated the duration (dpic) of maintaining said derivative peak, during which the time derivative of the signal noisy is maintained above said threshold of variation (Spic), and it is checked whether said peak hold duration (dpic) reaches or exceeds a predetermined minimum duration threshold (d0).
    公开号:FR3018058A1
    申请号:FR1451683
    申请日:2014-03-03
    公开日:2015-09-04
    发明作者:Sebastien Bourdrez；Pascal Moulaire；Christophe Ravier
    申请人:JTEKT Europe SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the general field of power steering management methods used on vehicles, especially motor vehicles. It relates more particularly to the processing of signals, such as the torque measurement signal delivered by the steering assistance engine, which are representative of operating parameters of the assisted steering, and whose knowledge and analysis are necessary to good management of said power steering. The signals which are used for the management of the power steering, and in particular the measurement signals collected from the sensors, such as for example the sensors measuring the engine torque or the torque exerted by the driver on the steering wheel, are susceptible to be affected by noise. The noise degrades the quality of the signal by superimposing on the useful information, carried by the signal, random fluctuations, which can be fast and of significant amplitude. However, the management of the power steering, and in particular the choice of the assistance laws applicable at a given moment, requires knowing precisely the behavior of the steering and / or the behavior of the vehicle (for example the direction of movement of the vehicle , the steering direction of the steering wheel, etc.) at the instant considered. Often, this knowledge is based on the perception of a state, or a change of state (transition), of a signal supposed to be representative of the operation of the power steering or the behavior of the vehicle. This perception can result in particular from the crossing, by one of the characteristics of the signal considered (amplitude, frequency, etc.), of a predetermined threshold value. It will therefore be understood that the noise-induced random variations of the signal can sometimes distort this perception, for example by accidentally causing a threshold to be exceeded causing a "false positive". The objects assigned to the invention therefore aim at overcoming the above-mentioned drawbacks and at proposing a new solution for reliably and rapidly processing noisy signals useful for the management of a power steering, in order to improve the detection of certain life situations of the vehicle and the management. The objects assigned to the invention are achieved by means of a power steering management method characterized in that it comprises a step (a) of transition detection in a noisy signal, during which a noisy signal is submitted. , carrying information used for the management of the power steering, a sub-step (al) of derivation, during which the time derivative of the noisy signal is evaluated, and a sub-step (a2) filtering in which the said time derivative of the noisy signal is compared with a predetermined variation threshold in order to detect the appearance of a derivative peak, greater than the said variation threshold, the duration of maintenance of the said derivative peak, during wherein the time derivative of the noisy signal is maintained above said threshold of variation, and it is checked whether said peak hold duration reaches or exceeds a predetermined minimum duration threshold.
    [0002] The objects assigned to the invention are also achieved by means of a filter for the detection of transitions within a noisy signal, said filter comprising a derivation module which is structured to collect the noisy signal and to evaluate the time derivative thereof , and a selective filtering module which is structured on the one hand to compare said time derivative of the noisy signal with a predetermined variation threshold in order to detect the appearance of a derivative peak, greater than said threshold of variation, and on the other hand to evaluate the duration of maintaining said peak, during which the time derivative of the noisy signal is maintained above said threshold of variation, after having crossed said threshold of variation, and to check if said peak maintenance time reached or exceeds a predetermined minimum threshold.
    [0003] Advantageously, the invention makes it possible to distinguish the transitions truly representative of an evolution of the signal and to exclude the false positives caused by the noise by the application of a dual condition, namely a first condition according to which the value of the time derivative of the signal must cross a threshold of variation (slope threshold), which indicates the appearance of a transition phenomenon, and a second condition according to which this transition phenomenon, characterized by the maintenance of the value of the derived above the transition threshold, must last long enough to be attributable to an actual change in the signal value (and thus to the state of the direction), and not to a simple local fluctuation caused by the noise.
    [0004] Thus, the filter according to the invention will make it possible to identify the signal peaks of the signal, and to easily and quickly make a distinction between, on the one hand, the peaks which are representative of the state of the direction or the behavior of the vehicle , and who can therefore be retained for the management of the said direction, and secondly the peaks caused by noise, which will not be taken into consideration so as not to distort the management of management.
    [0005] Advantageously, it will be noted that the treatment proposed by the invention can be applied directly to the raw noisy signal, as it is obtained, if necessary, at the level of a sensor, without it being necessary to filter in advance said signal to eliminate background noise. The invention therefore allows signal processing that is both fast and insensitive to instabilities, which improves the responsiveness and reliability of the management method, and therefore the safety of the steering system. The direct exploitation of noisy signals also makes it possible to economize on intermediate filters, which simplifies the implementation of the method and reduces the cost of this implementation.
    [0006] Other objects, features and advantages of the invention will appear in more detail on reading the description which follows, as well as with the aid of the accompanying drawings, provided for purely illustrative and non-limiting purposes, among which: FIG. 1 illustrates, on a time diagram, the evolution of a noisy signal, in this case a signal representative of the engine torque that is provided by the assistance engine, a signal whose invention makes it possible to detect the transitions, by the transitions due to successive steering inversions illustrated on this same graph by an evolution curve of the angular position of the steering wheel (or, equivalently, taking into account the reduction ratio of the steering mechanism). drive, by an evolution curve of the angular position of the assistance motor shaft). FIG. 2 illustrates, on a temporal diagram, the values taken by the time derivative of the noisy signal of FIG. 1. FIG. 3 illustrates, in a time diagram, an enlargement of the curve representing the noisy signal of FIG. moment of a fall of 30 torque (in absolute value) caused by a reversal of steering. FIG. 4 illustrates, in a block diagram, the operation of a method according to the invention. The invention relates to a management method of a power steering 1. Said power steering 1 comprises at least one assistance engine 2 for providing a support effort Cassist- Any type of assistance engine can be considered indifferently 2, and more particularly any type of assistance engine with two directions of operation. In particular, the invention can equally well be applied to a rotary assistance motor 2, intended to exert a Cassist torque assistance effort, to a linear assistance motor 2, intended to exert a Cassist assistance effort type traction or compression. Moreover, said assistance motor 2 can be for example hydraulic, or preferably, electrical (the use of an electric motor 10 facilitating including the implementation and implementation of said engine, as well as the generation and the management of useful signals). In a particularly preferred manner, the assistance motor 2 will be a rotary electric motor, for example of the "brushless" type. Furthermore, the power steering 1 preferably comprises, in a manner known per se (but not shown), a steering wheel by which the driver of the vehicle can drive in rotation a steering column which meshes, by means of a pinion , on a steering rack slidably mounted in a steering housing secured to the chassis of the vehicle. The ends of the steering rack are preferably each connected to a steerable rocket carrier, on which is mounted a steering wheel (and preferably motor) of the vehicle, so that the movement of the rack in translation in the casing causes a change in the steering angle (ie yaw orientation) of said steered wheels. The assistance motor 2 can engage the steering column, for example by means of a gearbox with a tangential wheel and worm, or even engage directly on the steering rack, by means of a gearbox. drive mechanism type ball screw or via a drive pinion separate from the pinion of the steering column (to then form a steering mechanism called "double pinion"). As illustrated in FIG. 4, the effort setpoint (or, more preferably, the torque setpoint) Cmot which is applied to the assistance motor 2 so that said motor assists the driver in the steering maneuver. 1 depends on predetermined assistance laws, stored in a non-volatile memory of a computer (here an assistance law enforcement module 3), said assistance laws can adjust said Cmot effort set in function various parameters such as the steering wheel torque exerted by the driver on the steering wheel, the speed (longitudinal) of the vehicle, the angular position of the steering wheel, and so on. According to the invention, the method comprises a step (a) of transition detection 4 'in a noisy signal (denoted "Signal" in the figures and in the following).
    [0007] During this step, it is sought to detect one (or) transition (s) 4 'of said noisy Signal signal which correspond to changes in the state of the direction, or, more generally, to changes in the state of the behavior. vehicle dynamics. According to a preferred application of the method, to which reference will be made preferably in the following, for convenience of description, the transitions 4 'to be detected will correspond to steering inversions 4, that is to say to changes in the direction. in which the driver of the vehicle (intentionally) actuates the steering wheel, these changes having the purpose and effect of going from a steering situation to the left, in which the driver exerts a force that pulls the steering wheel to the left, a steering situation to the right, in which the driver exerts a force that pulls the steering wheel to the right, or vice versa. The step (a) of detection of transition (s) 4 'will thus preferably constitute a step of detection of turning reversal (s) 4.
    [0008] Of course, the invention is not limited to this particular application, the method can be applied perfectly to any noisy signal operated by the power steering, or more generally by the vehicle. Thus, the noisy Signal signal may in particular correspond to the speed of rotation or the direction of rotation of the steering wheel, the steering wheel torque Cvoiant, the speed or direction of rotation of the shaft 5 of the assistance engine 2, the torque delivered by said assist motor, vehicle speed Vvéhi 'at the yaw rate or acceleration of the vehicle, or any useful combination of these signals. In the example where the method is applied to the detection of the steering inversions 4, said successive turning reversals 4 are clearly visible in FIG. 1, in which the dotted line curve illustrates the evolution over time of the angular position ° steering wheel steering wheel, thus showing the alternation of the direction of rotation of said wheel, when the driver successively turns the steering wheel right, then left, then right again, etc. (This explains why the curve representative of the angular position of the steering wheel here has a shape close to a sinusoid).
    [0009] It should be noted that, in the preferred example of FIG. 1, the angular position of the steering wheel, representative of the steering steering configuration, is in fact expressed, in an equivalent manner, from the angular position of the steering wheel. the shaft 5 of the assistance motor 2.
    [0010] Indeed, any position measurement representative of the steering steering space configuration, and therefore the angular position of the steering wheel, may be suitable for illustrating and characterizing steering inversions. In this case, the mechanical reduction ratio of the driveline 10 which links the shaft 5 of the assistance engine to the steering wheel establishes a relationship between the angular positions of the motor shaft and the flywheel. In the example of FIG. 1, the reduction ratio being of the order of 26, and the ordinate scale of the scale corresponding to mechanical kilo-degrees (103 degrees) of the drive shaft, the values shown in FIG. motor shaft alternates between 15-3600 degrees (motor shaft angle) and +3600 degrees (motor shaft angle) approximately, which corresponds to angular movements of the driving wheel of +/- 139 degrees approx. It will also be noted that, in a manner known per se, the angular position information of the shaft 5 of the assistance motor 2 can be provided by a relative position sensor, of the "resolver" type, here advantageously integrated with 2. This choice of measurement of the angular position, a choice which is not at all restrictive with regard to the principle of the invention, explains that it is also possible, if necessary, to express initially said angular position. in an "electrical degree" type unit, which takes into account the number of stator poles of the resolver, rather than in "mechanical degrees". Preferably, the noisy Signal signal that is the subject of the treatment according to the invention is constituted by a signal called "motor torque signal" which is representative of the assistance effort Cassist which is delivered by the assistance engine 2 30 of the direction (and more particularly that is representative of the torque, in this case the electromagnetic torque, provided by said assistance motor). As such, the noisy Signal signal used for the step (a) of transitions detection 4 'is preferably constituted by the Cmot force or torque setpoint which is applied to the assistance motor 2, or else by a measured value of the Cassist force or torque which is effectively restored by the assistance motor 2.
    [0011] In practice, in the life situations envisaged for the vehicle, the value of the command CMOt applied to the assistance engine 2, and the value of the assistance effort Ca ', st which is actually provided by said engine of assistance 2, are extremely close, or even equal, so that these two signals can be used in an equivalent manner within the scope of the invention. Therefore, preferentially, and for convenience of description, it will be possible to assimilate in the following the noisy Signal signal to the "motor torque signal", and more particularly to the effort setpoint (torque setpoint) Cmot applied to the support engine 2.
    [0012] Advantageously, the application of the method according to the invention to a noisy signal which is representative of the assistance effort Ca ', st provided by the assistance motor 2 makes it possible to detect, in said noisy signal, transitions 4' which correspond to falls (in absolute value) of the assistance effort, and more particularly to falls (of height H in figures 1 and 3) which are the consequence of the inversion of the internal friction which occurs during 4. Indeed, any turning reversal 4 causes a reversal (reversal) of the direction of movement of the steering members. However, in practice, the resistant forces due to internal friction in the steering mechanism, which tend to oppose the steering maneuver, are of opposite sign to the sign of displacement (and more particularly to the sign of the speed of displacement). governing bodies. The assistance effort ultimately has a driving function, that is to say that it tends to cause the steering members to move in the steering direction considered, wanted by the driver, at the same time. against the resistant forces, among which the forces due to internal friction. In any case, the tilting of the steering direction of steering direction, and thus the tilting of the direction of movement of the steering members, causes almost simultaneously simultaneously the disappearance of a first component of effort. resistant, attributable to the friction which opposed, before the inversion of steering, the displacement of the steering members in the first direction (by convention, to the left), and secondly the appearance of a new (second ) component resistant force, also attributable to friction, but of opposite sign to the first component resistant force, and which opposes this time, after the reversal of steering, the displacement of the steering members in the second meaning (to the right) opposite to the first sense.
    [0013] The presence of friction, and more particularly the inversion of the direction of action of the friction during the inversion of the steering direction, is therefore at the origin of a hysteresis phenomenon which is reflected, during the inversion steering direction, by a fall (in absolute value) of the resisting force, and consequently by a fall of the assistance force which is delivered by the assistance motor to counter (and overcome) said resistant force . Moreover, it will be noted that the Cmot effort setpoint signals and / or the measurement of the Cassist assistance effort actually delivered by the motor have the advantage of being available and easily exploitable within the assisted direction. . In particular, the Cmot force command signal intended to be applied to the assistance engine 2 is necessarily permanently known, since it systematically constitutes an output datum of the management assistance law enforcement module 3. assisted. The exploitation of this Cmot setpoint signal is thus a very simple implementation. The information relating to the measurement of the effort (or torque) of Cassist assistance actually delivered by the assistance engine 2 can in turn be indicated, if necessary, by said assistance engine 2 itself ( or more particularly by the controller integrated in said engine), if said assistance motor is equipped in series with a force sensor, and more particularly with a suitable electromagnetic torque sensor. Said measurement of the assistance effort Cassist can of course, alternatively, be obtained by any other appropriate external force (or torque) sensor 25, such as a torque sensor attached to the shaft 5 of the assistance engine 2. According to a possible variant of implementation of the method, it may be considered as "motor torque signal", representative of the assistance effort Cassist delivered by the assistance engine 2, and therefore use as noised signal Signal, the tensile or compressive force exerted on the steering rack (longitudinally along the axis of translation of said rack). Such a signal may for example be provided by strain gauges measuring the deformations of the rack, or by any other appropriate force sensor. Overall, for the (simple) detection of the transitions 4 ', here the detection of the steering inversions, according to the invention, it is indeed possible to exploit, as "noisy signal", any signal whose value is sensitive to the type. transition 4 'wanted. Here, therefore, it will be possible to use any signal sensitive to an inversion of the friction, that is to say any signal whose value is affected by all or part of the (internal) friction which is exerted on the direction in such a way that said signal undergoes a variation (here a fall) perceptible during the inversion of steering (and therefore during the inversion of said friction). Furthermore, it should be noted that, taking into account the drive ratio between the assistance motor 2 and the steering rack, it is possible to express the engine torque signal Cmot in the form of a driving torque or in the form of a drive torque. an equivalent linear rack force, without modifying the general principle of the invention. Thus, by way of example, the motor torque signal Cmot of FIG. 1, which is homogeneous with a torque (expressed in Nm) in said FIG. 1, can thus also be converted, for convenience and by simple representation convention, in the form of an equivalent linear force, expressed in Newtons, and more precisely in kilo-Newtons, as it appears in Figure 2 or in Figure 3. Moreover, although it is not excluded to work with signals Signal, Cmot (...), and in particular a motor torque signal Cmot, analog, we will preferably use one or more signals Signal, Cmot (...), and in particular a motor torque signal Cmot, digital, the method according to the invention being particularly well suited to the processing of digital signals. According to the invention, during the step (a) of transition detection 4 ', the noisy Signal signal, which carries information used for the management of the assisted steering (here for example information concerning the change in the value of the engine torque, the drop of which gives information on the occurrence of a steering reversal 4), to a substep (al) of derivation, during aSignal (here by which the value of time derivative of the noisy signal and bypass module 6, in FIG. 4).
    [0014] In practice, it is possible to apply for this purpose any derivation method making it possible to determine the variation of the noisy Signal signal per unit time (that is to say the slope of the curve representative of said signal), in this case between two moments separated by a predetermined time interval (sampling period) sufficiently restricted.
    [0015] As an indication, the sampling period (also called "no" sampling) may be between 0.5 ms and 10 ms.
    [0016] According to the invention, during the transition detection step (a), and after evaluating the time derivative of the noisy signal during the sub-step (a1) of derivation, the noisy signal is subjected to a sub-step. selective filtering step (a2), here performed in a filtering module 8, 9, during which the time-dependent derivative aSignal and the noisy signal are compared with a predetermined variation threshold Sp ,, in order to detect the appearance of a derivative peak 7, greater than said variation threshold Sp, c. Such a derivative peak 7, greater than said predetermined threshold of variation, signals indeed a transition 4 'corresponding to a rapid variation (even to a quasi-discontinuity) of the noisy Signal signal, and more particularly to a fall (an approximation of zero), in absolute value, of said noisy Signal signal. In the above-mentioned preferred application example, such a derivative peak 7 may therefore signal an inversion of the steering direction 4 of the direction. As has been said above, and as is clearly visible in FIG. 1, the transition 4 ', here due to a turning inversion 4, results, because of the concomitant inversion of friction, by a variation, in this case a fall, of the noisy Signal signal (motor torque signal Cmot). The drop of the noisy Signal signal has a relatively high height H (of the order of 2.5 Nm of motor torque in the example of FIG. 1) and a relatively short duration (typically less than half a second, and by For example between 100 ms and 300 ms). Said fall is therefore indicated by a steep slope of the noisy signal, here of the motor torque signal Cmot, as is clearly visible in FIG. 1, and thus results in a significant and sudden increase in the value of aSignal time derivative of said noisy signal at, or more particularly here, the value of the time derivative of the motor torque signal acmot at, in the form of a derivative peak 7, as illustrated in FIG. 2. The inventors have thus found that the transitions 4 ', and more particularly the steering inversions 4, are signaled by derivative peaks 7, identifiable because they have a value greater than a threshold threshold value, the so-called "threshold of variation" Spic, that is to say that said peaks 7 satisfy: aSignal at Spic aSignalacmot and therefore, more particularly: => Spic at at Typically, especially in the example considered in FIG. 2, the peaks 7 of the derivative time of the engine torque signal (or, more particularly, the peaks of the time derivative of the equivalent force exerted on the rack) characteristics of a steering reversal 4 were within a range called "peak range" greater than 30 kN / s, and in this case ranging from 30 kN / s to 65 kN / s, and more particularly from 35 kN / s to 50 kN / s.
    [0017] The predetermined variation threshold Sp ,, may then be chosen as less than or equal to the predictable peak range, and in particular be equal to or near the lower threshold of said range. For example, the variation threshold Sp ,, may here be set at 30 kN / s. During the sub-step (a2) of selective filtering, the duration (dp, c) of maintaining the derivative peak 7, during which the time derivative of the signal signal noised and is maintained above said threshold, is also evaluated. of variation (Sp ,,), and it is verified whether said peak hold duration (dp, c) reaches or exceeds a predetermined minimum duration threshold (do). Advantageously, this second condition (of duration) posed by the selective filtering constitutes an additional precaution in the identification of the transitions 4 'which are truly representative of a behavioral phenomenon of the direction, the driver, or the vehicle, and especially in the identification of steering inversions 4, insofar as said selective filtering makes it possible to distinguish between on the one hand the derivative peaks 7 which correspond to transitions 4 'which affect the monitored value (here amplitude) of the noisy signal, and secondly the noise derivative peaks 10 (FIG. 2) which are caused by the background noise which disturbs the noisy signal (here the motor torque signal Cmot). Indeed, the noise creating random and fast fluctuations within the noisy Signal signal, it is not excluded that, punctually, said noise causes in said signal the appearance of a variation (slope) which would be greater than the threshold of variation Sp, 'and which could be interpreted, wrongly, solely on the basis of the first detection criterion by the calculation of the time derivative, such as a transition 4' (a turning reversal 4). However, the inventors have found that noise, a phenomenon of a substantially periodic nature, exhibits a characteristic half-period which is strictly less than the duration of fall of the noisy signal itself, and more particularly of the motor torque signal. The duration of the noise derived noise peaks 10 being substantially equal to the half-period of said noise (half-period during which the noise increases, or conversely decreases, monotonically, between the minimum and the maximum of the oscillation concerned, or conversely), it is therefore possible to isolate the relevant derivative peaks 7, representative of a transition 4 '(effective reversal of steering), excluding, according to a second criterion complementary to the first criterion , the derivative peaks (of noise 10) which have a duration strictly less than the characteristic duration of the expected transition (here the duration of a turning reversal 4). Preferably, the minimum duration threshold τ is therefore chosen as equal to or greater than the maximum half-period characteristic of the noise affecting the noisy Signal signal.
    [0018] Said characteristic maximum (predictable) half-period of the noise can notably be estimated from simulations or test campaigns. Preferably, and preferably cumulatively with the sizing choice proposed above, the minimum duration threshold c may be chosen as strictly less than the characteristic duration of the transitions 4 'to be detected. This characteristic (predictable) duration of the transitions 4 'can also be estimated from simulations or test campaigns. As an example, particularly well suited to the detection of steering inversions, it will be possible to set the duration threshold. to a value of between 30 ms and 40 ms (while the characteristic duration of the transition, and more particularly of the fall caused by a reversal of steering, is equal to or greater than 100 ms). Concretely, the filtering module 8, 9 may comprise a peak detection flip-flop, placed under the dual dependence on the one hand of a comparison module 8, ensuring the comparison of the time derivative with the variation threshold Sp, and secondly a clock 9 timing the time elapsed since said comparison module 8 has detected the crossing of the variation threshold Sp, 'such that said flip-flop returns a detection signal (peak identification signal ) as soon as the two cumulative conditions are met to confirm that there is a peak 7 due to a transition 4 '(here at a turning reversal 4). According to a preferred variant of the invention, the step (a) of transition detection is followed by a step (b) of transition characterization during which a time of start of peak tdeb is identified which corresponds to the the instant at which the time derivative of the noisy signal has passed above the threshold of variation SpiC, and a peak end instant tfin is identified which corresponds to the instant at which the derivative aSignal time of the noisy signal and goes down again. below said threshold of variation Sp, c. Advantageously, it is thus possible, when a transition 4 'is detected (and validated as such), to precisely characterize the temporal (time-stamped) situation of the transition 4' and the temporal extent (duration) of said transition 4 '. The transition 4 ', and more particularly the instants forming the boundaries of the time interval over which said transition 4' extends, can then serve as temporal reference points, in particular to evaluate what were the values taken by a signal (for for example, the noisy signal, or any other useful signal) just before and just after said transition 4 ', which makes it possible to know precisely the state in which the direction (and / or the vehicle) was before and after said transition 4 ', and thus to quantify the changes that occurred during this transition. In order to temporally frame the transition 4 ', it will be possible to choose, as instants of observation of the state of the direction (or of the vehicle), a first reference instant t1 which is equal to or earlier than the start time. peak tdeb, and a second reference time t2 which is equal to or later than the end of peak tfin. As will be detailed below, a possible widening of the time interval [t1, t2] defined by the first and second reference instants, with respect to the identified interval of beginning and end of peak [tdb, 1 makes it possible to ensure that the complete transition 4 'is well considered, without truncating it, and so that the evaluation of the states of the direction (and / or the vehicle) that one does not erroneously observed on both sides of said transition, at the first and second reference instants t1, t2. Of course, the method according to the invention will preferably use a database for storing in a memory the history of the different values successively taken by the signal (or the signals) used by said method, on a recording period that will be chosen greater than the expected duration of transitions 4 '. Thus, it will be possible, after a derivative peak 7 has been identified, 30 up in the past of the signal studied to know the (or) value (s) taken by said signal at a time (typically the first reference time t1) which precedes the occurrence of said derivative peak and / or at a time (typically the second reference time t2) following said derivative peak 7. Advantageously, in order not to consume memory space unnecessarily , the database will be constantly refreshed, over a rolling recording period, so as to keep, at a given moment, only the information that can be actually useful to find the past values of the signal that are relevant for the calculations management at that moment. As an indication, the recording period may be between 0.5 s (500 ms) and 1 s, and preferably equal to 500 ms. According to a preferred embodiment of the method, which makes it possible to estimate the (internal) friction that prevails in the direction, the method according to the invention may comprise a step (d) of friction evaluation, during which a signal Caction, called the "actuating force signal", is obtained, which is representative of the force (and more particularly of the torque) of total actuation exerted jointly on the power assisted by the driver and the engine. 2, and the friction force F, which opposes the steering movements of the power steering, is evaluated here by means of a friction evaluation module 11, based on the difference ACaction between two values taken by said actuation force signal Caction respectively before and after the steering reversal 4. In other words, the method comprises a step (d) of friction evaluation during which an evaluation is made. friction from the drop ACaction of the actuation force signal Caction which occurs during the turning reversal 4 detected by step (a). Indeed, and for the same reasons as those detailed above for explaining the fall H of the engine torque signal Cmot in the event of a reversal of steering, a turning inversion 4 also results, more generally, in a fall in ACaction of the signal. Caction actuation force, due to the reversal of the sign of the friction forces. In absolute terms, one could moreover, in a substantially equivalent manner, and without denaturing the principle of the invention, evaluate the friction F from the engine torque signal Cmot alone (as indicated by the instruction applied to to the motor, or by the electromagnetic torque delivered by the motor, as mentioned above), and more particularly from the difference between two values taken by said motor torque signal Cmot alone (rather than by the signal of total actuation force Caction), respectively before and after the reversal of steering, that is to say from the height of fall H already mentioned above. However, in order to obtain a more accurate and complete evaluation of the friction phenomenon which affects the direction, it is preferable to use, for the calculation of the drop height, a signal which includes effects of friction on a chain. the longest and most complete kinematics possible, within the management, in order to take into consideration the greatest possible number of sections of the direction in which friction can take place, and thus to neglect the least amount of sources of internal friction possible.
    [0019] In other words, it is preferable to collect force signals in areas as far upstream as possible from each kinematic chain between an actuating element upstream of the direction on the one hand (namely the driver and the driver respectively). assistance engine), and the downstream effectors (links and steering wheels) on the other hand, so that these signals include the maximum of friction that oppose the maneuver of the direction, and in this case include the set of friction that originates in the entire kinematic chain located downstream of the actuator or actuators concerned. In addition, it is also preferable to consider a total actuation force signal, which takes into account not only the contribution of the assist motor 2, but also the manual contribution of the driver. Indeed, the fall (in absolute value) of such an actuating force signal is thus representative of the friction which affects the steering mechanism both in its "motorized" portion (assistance motor, gearbox, rack and pinion). ...) that in (all or part of) its "manual" portion, also called "driver" portion (steering wheel, steering column, connection pinion / rack ...) For these reasons, the signal of effort the action Caction is preferably formed, as illustrated in FIG. 4, by the sum of a part of a flywheel signal representative of the steering wheel torque exerted by the driver 25 on the steering wheel, and on the other hand the engine torque signal Cmot. Advantageously, it will be noted that the steering torque and Cmot torque signals are already available at all times in most of the assisted directions, and are therefore easily exploitable, which simplifies the implementation of the invention. . The flywheel torque signal Cvoiant may for example correspond to a measurement of the steering wheel torque obtained by a suitable flywheel sensor, such as a magnetic torque sensor measuring the elastic deformations of a torsion bar placed between the steering wheel. driving and the steering column. Such a flywheel torque signal Cvoiant advantageously allow to take into consideration all the friction appearing downstream of said torsion bar, and in particular the friction that arise in the connection between the pinion attached to the lower section of the steering column and the rack . The motor torque signal Cmot adapted to this application can be obtained by any appropriate means described above.
    [0020] In this respect, it will be noted that, when the engine torque signal Cmot is intended to quantify the height of drop (during the step (d) of friction evaluation), and no longer only to detect the steering inversions ( during the detection step (a), and that said motor torque signal Cmot is used alone or in combination with the flywheel torque signal to form the total actuation force signal Caction, said signal Cmot motor torque will preferably be collected as far upstream as possible with respect to the assistance motor 2, and will therefore preferably consist of the setpoint applied to said assistance motor, or by measuring the electromagnetic torque that is delivered by said support engine, as mentioned above.
    [0021] In order to evaluate the friction F, it is preferably determined what the value Caction (t1), called the "actuation force value prior to the reversal of steering", taken by the actuation force signal at first reference time t1, which is equal to or earlier than the start time of peak tdéb, it is determined what was the value Caction (t2), called "actuation force value after the reversal of steering", taken by the actuating force signal at the second reference time t2, which is equal to or later than the peak end time tf, o, then the friction is evaluated from the calculation of the difference between the value of d the post-reversing actuation force Caction (t2) and the actuation force value prior to the steering reversal Caction (t1), that is to say: ACaction = I Caction ( t2) - Caction (t1) I - More particularly, it can be considered that the value of the friction forces F which affect the maneuvering of the steering at the moment considered (that is to say at the moment of the turning reversal 4 considered) is equal, in view of the phenomenon of hysteresis mentioned above, to the half-difference between the value of the post-reversing actuation force and the actuation force value prior to the steering reversal, that is to say: F = ACaction / 2. Advantageously, the use of a time derivative of the noisy signal Suitable signal (in this case the motor torque signal Cmot) as well as a time reference at the start times end tdeb and end t end of the derivative peak 7 which are identified from said derivative makes it possible to precisely detect the moment when the steering reversal 4 occurs, and thus to improve the reliability and the accuracy of the evaluation of the characteristics of the fall of the actuation force signal. By measuring the actuation force at reference times t1, t2 which are calculated from the instants of beginning and end of the peak and which frame closer to the actual turning reversal 4 (and therefore the fall of the signal actuation force), the invention makes it possible to precisely determine what was the exact value of the Caction actuation force just before and just after said reversal of steering. This avoids any delay or approximation in the measurement, which could otherwise lead to considering a value of the actuating signal that is not representative of the true height of the fall, as measured at a measurement point temporally too far from said fall. The invention thus makes it possible to evaluate the friction F in a reactive and reliable manner, since it considerably reduces the sources of errors, and the slowness, which hitherto has tainted friction estimation methods based on a monitoring of the angular position of the steering wheel. According to one possibility of implementation, applicable from the remainder whatever the use that one makes of the instants of reference t1, t2, one will be able to choose, arbitrarily, to make to coincide the first instant of reference t1 with the moment of start of peak 20 (that is to say, set t1 = tb), and / or, in addition or alternatively, choose to make the second reference instant t2 coincide with the instant of end of peak tbn (c ' ie, t2 = tfin) - However, according to a second possibility, the first reference time t1 is preferably chosen strictly prior to the peak start time tb (t1 <25 tb), said first instant of reference preceding said peak start time 61 (i.e. end of peak (t2> tbn), said second reference time following said peak end time of a value of r stub 62 (that is, t2 = tbn + 62). As an indication, the feed value 61 is preferably between 20 ms and 100 ms, and for example substantially equal to 50 ms (fifty milliseconds). As an indication, the delay value 62 is preferably between 20 ms and 100 ms, and for example substantially equal to 50 ms (fifty milliseconds).
    [0022] In other words, the time interval [t1; t2], and preferably on both sides, both late and in advance, in particular when said interval is the one on which the ACaction fall height of the signal considered (here the actuation force signal) is calculated.
    [0023] This widening of the measurement interval with respect to the gross interval defined by the instants of beginning and end of peak, broadening which represents preferably at least 10 ms (in advance as well as late), and for example preferential 50 ms (in advance as well as late: 61 = 62 = 50 ms), makes it possible to ensure that the elapsed time (that is to say t2-t1) between the first reference time t1 and the second reference time t2 is effectively greater than or equal to (and possibly just greater than) the effective duration of the (complete) fall of the signal corresponding to the transition 4 '. In the case of the application to the evaluation of the friction, this makes it possible to ensure that the entire duration of the fall of the signal which is attributable to the turning reversal 4, and thus to the friction, is covered. Thus, the method according to the invention makes it possible to ensure that the extreme values of the actuation force signal which correspond to the entirety of the drop height of said signal, characteristic of the steering reversal, are well measured. without truncating a portion of said chute. In addition, the forward 61 and the delay 62 values, however, remain relatively lower than predetermined maximum broadening thresholds chosen so that the first reference time t1 and the second reference time t2 remain in the immediate temporal neighborhood. the domain of the transition (of the domain of the fall), in "frontier" areas of the transition, border domains in which the value of the signal concerned remains almost constant with respect to the value which is taken by said signal at the limit of transition (evolutions of said value in the border areas being for example contained in a range of amplitude less than or equal to 10%, 5%, or even less than or equal to 1% of the height of fall). Here, because outside the range of the fall due to the reversal of friction, the motor torque signal Cmot, as well as the actuation force signal Caction, vary much more slowly than during said fall, the small enlargement proposed (the advance 61 and the delay 62 being typically less than 200 ms, or even 100 ms, and preferably equal to 50 ms each) makes it possible to maintain the first reference instant t 1 and the second reference instant t2 in the immediate temporal neighborhood of the fall domain, in "border" areas of said fall, border domains in which the value of the signal concerned remains almost constant with respect to the value which is taken by said signal at the limit of fall. Thus, the measurements of the signal values taken at the first and the second reference instant t1, t2, that is to say neither too early nor too late compared to the fall due to friction, accurately reflect the real value of the actuation force Caction (or, respectively motor torque Cmot) considered at the limits of said fall. Ultimately, the method according to the invention thus makes it possible to measure substantially a height of fall which corresponds to the entire contribution specific to the friction and to the contribution specific to the friction. Said method therefore advantageously makes it possible to obtain, almost in real time, a reliable, accurate and regularly updated measurement of the true friction F which affects the direction at the instant considered, which the known methods, which were based on a rather rough approximation of the friction, made from pre-established theoretical friction models. It will be noted that, according to an alternative embodiment of the invention, instead of calculating the first and the second reference instant t1, t2 respectively from the instant of the beginning of peak tdbe and from the At the end of the peak tfin, characterize the derivative peak 7 by a single peak instant, corresponding, for example, to the start time of the peak, to the peak end instant, or to the mean instant at the end of the peak. midpoint of said instants of start and end of peak, then arbitrarily set the first and second instants t1, t2 of reference on either side of said single peak instant, so as to include in the interval thus defined the characteristic duration 25 predictable signal drops; for example, one could consider that the first reference instant is located 100 ms before the single peak instant, and the second instant 200 ms after said single peak instant. Of course, this choice of reference times t1, t2 does not affect the general principle of evaluation of the friction described above. Whatever may be the definition used for the first and the second reference instant t1, t2, the recording period of the actuation force signal Caction (and / or the engine torque signal Cmot), which allows to temporarily keep in memory the values of said signal useful for steering management, and more particularly for the evaluation of friction, at the instant in question, will be understood to be greater than the width of the time interval [t1; t2] between said first and second reference instants, and, more particularly, greater than the maximum predictable drop time plus the delay 62 and the advance 61. Furthermore, the threshold of variation Spic and / or, s' If necessary, the minimum peak hold duration threshold / and / or the advance 61 and the delay 62 values are preferably adjusted according to the angular acceleration of the steering wheel. In other words, the invention makes it possible to dynamically update the parameterization used for the detection of steering inversions and / or the evaluation of the friction, as a function of various parameters such as the angular acceleration deviating from the steering wheel, in order to optimize the reliability and responsiveness of the process on a case-by-case basis. Indeed, it will be readily understood, for example, that the drop time of the engine torque signal Cmot (respectively of the Caction actuation force signal) is shorter, and its slope (its time derivative) of as much higher, that the operation of the steering wheel is fast. Thus, for example, when the driver rapidly performs a steering maneuver immediately followed by a counter-braking maneuver, so that the angular accelerations of the steering wheel implemented on either side of the zero speed point corresponding to the steering reversal 20 are relatively high, it is possible to increase the value of the threshold of variation Spic, in order to better eliminate the noise, while preserving the possibility of detecting a fall having a steep slope. Alternatively or additionally, it is also possible, or even desirable, when the angular acceleration of the steering wheel increases, to reduce the threshold of minimum duration of maintenance of peak do, in order not to risk excluding a relatively short peak but nevertheless representative of a steering reversal. Similarly, alternatively or additionally, it is also conceivable to reduce in such a situation the advance values 61 and / or delay values 62 used to define the first and second reference instants t1, t2, at which the values are acquired. extremes of the Caction actuation force making it possible to estimate the height of fall Caction. Indeed, the fall time being shortened when the operation of the steering wheel is faster, it is possible to frame the entire fall in a narrower time domain, without the risk of truncating the drop height.
    [0024] Advantageously, the reduction of the threshold of minimum maintenance duration of peak do and / or the values of advance 61 and / or delay 62 makes it possible to accelerate the execution of the method, and thus to optimize its reactivity, without harming the its reliability. More generally, the adaptation, in real time, of the detection of the 4 'transitions and / or the evaluation of the friction as a function of the vehicle life situation and / or the dynamics of the steering wheel makes it possible to optimize the performance of the process, and make the latter particularly versatile. Furthermore, the method according to the invention may comprise a step (c) of verification, during which it is verified, preferably cumulatively, here within a verification module 12 in FIG. carrying out one or more of the following conditions: the rotational speed of the driving flywheel is less than or equal to a flywheel speed threshold only predetermined, the angular acceleration of the flying steering wheel is lower than or equal to a threshold of acceleration of flyingvolant predetermined threshold 15, the evolution of the yaw rate ti) of the vehicle or the lateral acceleration y of the vehicle as a function of the steering wheel steering angle ° steering wheel is in a substantially linear domain. The condition relating to the speed of rotation of the steering wheel flying, which must be less than or equal to a speed threshold flywheel threshold 20 close to zero, and for example of the order of 5 deg / s, allows to verify that the life situation of the vehicle is compatible with a reversal of steering, making sure that the angular speed of the steering wheel is close to zero at the time of the alleged deflection reversal. Indeed, during an effective steering reversal, the flying speed 25 necessarily vanishes at the point of inversion (cusp) of the steering wheel. Conversely, the absence of zero crossing of the speed of the steering wheel excludes that one is in a situation of inversion of steering. The condition relating to the angular acceleration of the steering wheel makes it possible to evaluate the friction only when the acceleration of the steering wheel, and therefore the acceleration of the movements of the steering mechanism members, is low, for example less than or equal to 100 deg / s2, that is to say only when the inertial forces are non-existent or negligible. It is thus ensured that, during the evaluation of the friction, the stress state of the steering mechanism, such that this state of stress is perceived and quantified by the measurement of the engine torque Cmot and / or by the measurement of the actuation force Caction, is well representative of the friction phenomenon, and only the phenomenon of friction, and is not distorted by the appearance of inertial forces. The condition on the linearity of the evolution of the yaw rate 11J of the vehicle, or, in an equivalent manner, of the evolution of the lateral acceleration y of the vehicle, as a function of the steering wheel orientation angle ° steering wheel, that is to say on the linearity of the lateral dynamics of the vehicle, is to ensure that the vehicle is not in a situation of loss of grip, and more particularly neither in oversteer nor under -turn. Indeed, a loss of adhesion (tires on the road) will cause a decrease in the resistant force that the wheels and steering rods exert on the rack, against the engine assistance, which will consequently lead to a corresponding decrease in the force delivered by the assistance motor, which will be unrelated to the action of the internal friction F, and could therefore bias the evaluation of said friction F.
    [0025] To check the linearity condition, it will be possible to use empirical laws established during test campaigns and combining, for different life situations (dry weather, wet pavement, etc.), and at each angular position of the steering wheel among a plurality different predetermined angular positions of the steering wheel, a yaw rate or a corresponding maximum allowable acceleration. We will then consider that we are in the linear range, that is to say in a life situation allowing a reliable evaluation of the friction, if, for the steering wheel angular position (or, equivalently, the position angular of the assistance motor shaft) measured at the instant considered, the yaw rate 11J or the lateral acceleration y of the vehicle (which may be for example provided by the ESP trajectory control system, or by the ABS brake assist system), is below the maximum allowable value. Such a redundancy of verifications makes it possible to exclude doubtful cases, and thus to keep only the reliable evaluations of the friction, which significantly improves the robustness of the process according to the invention with regard to the various instabilities that could affect it. Of course, the invention also relates as such to a filter 6, 8, 9 (shown in dashed lines in FIG. 4) making it possible to implement a method according to the invention. The characteristics and advantages of said filter can be deduced mutatis mutandis from the description of the process.
    [0026] Thus, the invention also relates to a filter for the detection of transitions within a noisy signal, said filter 6, 8, 9 comprising a shunt module 6 which is structured to collect the noisy Signal signal and to evaluate the time derivative thereof aSignal at, as well as a selective filtering module 8, 9 which is structured on the one hand to compare said time derivative of the noisy signal with a predetermined variation threshold Sp ,, in order to detect the appearance of a derivative peak 7, greater than said threshold of variation Sp, 'and secondly for evaluating the duration dp ,, of aSignal maintaining said peak, during which the time derivative of the noisy signal is and maintains above said threshold of variation Sp,' after to have crossed said variation threshold Sp, 'and to check whether said peak hold time dp' reaches or exceeds a predetermined minimum duration threshold. Preferably, the minimum duration threshold τ is chosen to be equal to or greater than the maximum half-period characteristic of the noise affecting the noisy signal. Preferably, the minimum duration threshold τ is chosen to be strictly less than the characteristic duration of the transitions 4 'to be detected. Preferably, the threshold of minimum duration do is between 30 ms and 40 ms. Furthermore, each of the aforementioned modules, namely each of the 20 control law 3, branch 6, selective filtering 8, 9, friction evaluation 11, and verification 12, application modules can be formed by an electronic circuit, an electronic card, a computer (computer), a programmable logic controller, or any other equivalent device. Each of the aforementioned modules may have a physical control structure, related to the wiring of its electronic components, and / or, preferably, a virtual control structure, defined by computer programming. Said modules may be wholly or partially grouped together, if necessary within the same housing, to form an assisted steering management module. Of course, the invention also relates as such to any computer readable data medium containing computer program code elements for performing the method according to the invention when said medium is read by a computer.
    [0027] Finally, it will be noted that the method according to the invention, which exploits signals generally available within the assisted steering, can be easily generalized to all the assisted directions, including retrofitting on many existing power steering, by a simple reprogramming of their calculator. Of course, the invention is in no way limited to the variants of embodiment described above, the person skilled in the art being able to isolate or combine freely between them one or the other of the aforementioned characteristics. , or to substitute equivalents for them.
    [0028] Thus, the use of the filter 6, 8, 9, although preferably associated with the management of a power steering, can in particular be extended to any application of treatment of one or more management signals of a vehicle.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A power steering management method characterized in that it comprises a step (a) of transition detection (4 ') in a noisy signal, during which a noisy signal (Signal) carrying information is used. for the management of the power steering, a substep (al) of derivation, the aSignal course of which the time derivative of the noisy signal (at) is evaluated, and a sub-step (a2) of selective filtering during of which said time derivative of the noisy signal (aSignal at) is compared with a predetermined variation threshold (Sp, c) in order to detect the appearance of a derivative peak (7), greater than said variation threshold (Sp ,, ), the duration (dp, c) of maintaining said derivative peak, during which the time derivative of the noisy signal (aSignal at) is maintained above said threshold of variation (Sp ,,), is evaluated. checks whether said peak hold duration (dp, c) reaches or exceeds a threshold of predetermined minimum (do).
    [0002]
    2. Method according to claim 1 characterized in that the noisy signal (Signal) is constituted by a so-called "motor torque signal" signal (Cmét, Cassist) which is representative of the assistance effort (Cassist) delivered by the assistance motor (2) of the steering.
    [0003]
    3. Method according to claim 1 or 2, characterized in that the threshold of minimum duration (do) is chosen as equal to or greater than the maximum half-period characteristic of the noise affecting the noisy signal (Signal), and strictly less than characteristic duration of the transitions (4 ') to be detected.
    [0004]
    4. Method according to one of the preceding claims characterized in that the threshold of minimum duration (do) is between 30 ms and 40 ms.
    [0005]
    5. Method according to one of the preceding claims, characterized in that the step (a) of transition detection is followed by a step (b) of transition characterization during which a peak start time is identified. (tb) which corresponds to the moment at which the time derivative of the noisy signal (aSignal at) passes above the threshold of variation (Sp ,,), and we identify a peak end instant (tbn) which corresponds at the instant at which the time derivative of the noisy signal (aSignal at) falls below said threshold of variation (Sp, c).
    [0006]
    6. Method according to one of the preceding claims, characterized in that the variation threshold (Sp, c) and / or the threshold of minimum duration (do) peak holding, flying) are adjusted according to the angular acceleration (of the driving wheel.
    [0007]
    A filter for detecting transitions (4 ') within a noisy signal, said filter comprising a shunt module (6) which is structured to collect the noisy signal (Signal) and evaluate its time derivative (aSignal at ), as well as a selective filtering module (8, 9) which is structured on the one hand to compare said temporal aSignal derivative of the noisy signal and has a predetermined variation threshold (Sp, c) in order to detect the appearance of a derivative peak (7), greater than said threshold of variation (Sp ,,), and secondly for evaluating the duration (dp, c) of maintaining said peak, during which the time derivative of the noisy signal (aSignal at ) remains above said threshold of variation (Sp ,,), after having crossed said variation threshold (Sp ,,), and to check whether said peak hold duration (dp, c) reaches or exceeds a threshold of minimum duration (do) predetermined.
    [0008]
    8. Filter according to claim 7 characterized in that the threshold of minimum duration (do) is chosen as equal to or greater than the maximum half-period characteristic of the noise affecting the noisy signal. 15
    [0009]
    9. The filter of claim 7 or 8 characterized in that the threshold of minimum duration (do) is chosen as strictly less than the characteristic duration of the transitions (4 ') to be detected.
    [0010]
    10. Filter according to one of claims 7 to 9 characterized in that the threshold of minimum duration (do) is between 30 ms and 40 ms. 20
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3114006B1|2017-12-20|Filtering method for detecting transitions in a power steering signal
    EP3114007B1|2020-03-18|Method for detecting a reversal in the steering direction by monitoring the torque supplied by a power steering motor, an application of said method to friction evaluation
    EP2870042B1|2019-09-11|Method for detecting the direction of travel of a motor vehicle
    EP2870052B1|2016-07-20|Improved method for determining the absolute angular position of the steering wheel of a motor vehicle
    EP3166839B1|2018-07-25|Method for estimating in real time the force on the links within a power-steering mechanism
    EP3120124B1|2018-04-11|Modelling of the friction in an assisted steering using a scatter of points
    EP1372049A1|2003-12-17|Servo method for maintaining the wheel-sliding at an optimal level in order to achieve a maximum coefficent of adherance
    EP1417465B1|2012-01-18|Method for determining characteristics of a tyre from stresses
    FR2868157A1|2005-09-30|METHOD AND DEVICE FOR DETERMINING THE ANGULAR POSITION OF ROTATION OF A TREE
    WO2006045911A1|2006-05-04|Method for determining the angle position of an electrically assisted steering wheel of a motor vehicle
    EP1934083B1|2010-07-14|Method for detecting the grip on a steering wheel of a motor vehicle electrical power steering
    FR2848173A1|2004-06-11|Torque data setting method for assisted electrical steering system of automobile vehicle, involves comparing angle of steering and lower part of steering column between two places of angle of measurement
    FR3019794A1|2015-10-16|ESTIMATING THE AGING OF AN ASSISTED DIRECTION
    EP3083350B1|2018-01-31|Method and device for detecting a situation in which a motor vehicle is driving over a poor road surface
    FR3071219B1|2019-10-18|METHOD FOR OPTIMIZING A VEHICLE SPEED INDICATOR PARAMETER FOR DIRECTION ASSISTANCE FUNCTIONS AND SECURITY FUNCTIONS
    EP2416975B1|2018-10-10|Measuring vibration in a rotating element
    WO2018104679A1|2018-06-14|Method for obtaining redundant information relating to the speed of a vehicle
    EP1940662B1|2012-07-25|Method for determining the condition of a motor vehicle wheels and device therefor
    FR2966592A1|2012-04-27|METHOD AND SYSTEM FOR REDUNDANCING A MEASUREMENT SIGNAL OF A WHEEL ANGLE SENSOR
    FR2954256A1|2011-06-24|METHOD FOR IDENTIFYING A DIRECTOR WHEEL ADHERENCE LOSS PHASE OF A VEHICLE
    FR2909961A1|2008-06-20|Steering system e.g. electrical power-assisted steering system, assisting method for motor vehicle, involves estimating effort undergone by steering rack from pinion effort, where speed is obtained from engine rotational speed
    FR2922026A3|2009-04-10|Motor vehicle e.g. four-wheel drive vehicle, longitudinal speed estimating method for e.g. wheel anti-blocking system, involves estimating speed of any non sliding wheels when wheels do not slide
    FR2851047A1|2004-08-13|Vehicle speed data control device has ground sensor measuring vehicle speed relative to ground, and calculator obtaining correction coefficient by comparing speed values from the sensor and a component measuring wheel rotation speed
    同族专利:
    公开号 | 公开日
    CN106104567B|2019-10-22|
    US20170015349A1|2017-01-19|
    WO2015132508A1|2015-09-11|
    FR3018058B1|2017-08-11|
    CN106104567A|2016-11-09|
    EP3114006A1|2017-01-11|
    JP2017507071A|2017-03-16|
    US10286947B2|2019-05-14|
    PL3114006T3|2018-05-30|
    JP6446056B2|2018-12-26|
    EP3114006B1|2017-12-20|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1645454A1|2004-10-08|2006-04-12|C.R.F. Società Consortile per Azioni|Equipment for detecting the action of a driver on the steering wheel of the steering system of a motor vehicle|
    EP2426030A1|2010-08-11|2012-03-07|ThyssenKrupp Presta AG|Steering control apparatus for vehicle and steering control method|
    WO2012035418A1|2010-09-17|2012-03-22|Toyota Jidosha Kabushiki Kaisha|Steering apparatus, and kickback determination apparatus|
    JP3481468B2|1998-09-30|2003-12-22|三菱電機株式会社|Electric power steering device|
    US6502025B1|2001-10-02|2002-12-31|Kelsey-Hayes Company|Relative steering angle sensor diagnostic for momentary signal dropout|
    JP4467055B2|2004-12-13|2010-05-26|カヤバ工業株式会社|Friction detection device, friction detection method, and shock absorber|
    JP4876634B2|2006-03-01|2012-02-15|日産自動車株式会社|Vehicle steering control device|
    US8483926B2|2007-04-17|2013-07-09|Nissan Motor Co., Ltd.|Device and method for estimating frictional condition of ground contact surface of wheel|
    US9091219B2|2010-12-13|2015-07-28|GM Global Technology Operations LLC|Torque control system and method for acceleration changes|DE102015004694B3|2015-04-11|2016-07-28|Audi Ag|Detecting an actuation of a control element in a motor vehicle|
    FR3075154B1|2017-12-15|2019-11-22|Jtekt Europe|METHOD FOR MONITORING THE OPERATION OF AN ASSISTED STEERING SYSTEM|
    CN109032560A|2018-07-26|2018-12-18|歌尔股份有限公司|A kind of parameter adjusting method based on rotary encoder, device and electronic equipment|
    CN111891115B|2020-07-07|2021-09-03|江苏理工学院|Automobile acceleration deviation control method|
    CN112149510A|2020-08-27|2020-12-29|广东工业大学|Non-invasive load detection method|
    法律状态:
    2016-01-29| PLFP| Fee payment|Year of fee payment: 3 |
    2017-01-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-01-19| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-29| ST| Notification of lapse|Effective date: 20191106 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1451683A|FR3018058B1|2014-03-03|2014-03-03|FILTERING METHOD FOR DETECTING TRANSITIONS OF A POWER STEERING SIGNAL|FR1451683A| FR3018058B1|2014-03-03|2014-03-03|FILTERING METHOD FOR DETECTING TRANSITIONS OF A POWER STEERING SIGNAL|
    US15/123,812| US10286947B2|2014-03-03|2015-02-27|Filtering method for the detection of the transitions of a power steering signal|
    CN201580011613.8A| CN106104567B|2014-03-03|2015-02-27|Detect the filtering method of the transition of electronic-controlled power steering signal|
    EP15713206.9A| EP3114006B1|2014-03-03|2015-02-27|Filtering method for detecting transitions in a power steering signal|
    PCT/FR2015/050471| WO2015132508A1|2014-03-03|2015-02-27|Filtering method for detecting transitions in a power steering signal|
    PL15713206T| PL3114006T3|2014-03-03|2015-02-27|Filtering method for detecting transitions in a power steering signal|
    JP2016555335A| JP6446056B2|2014-03-03|2015-02-27|Filtering method for detecting transition of power steering signal|
    [返回顶部]