• 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 control system for reducing the effects of play during steering of a vehicle. The control system comprises a steering wheel angle detector (1) adapted to determining the vehicle's steering wheel angle deltasw(t) and to generating on the basis thereof a steering wheel angle signal, a speed detector (2) adapted to determining the vehicle's speed vx(t) and to generating on the basis thereof a speed signal, and a detector (3) adapted to determining the vehicle's actual change of direction yz(t) and to generating on the basis thereof a turning signal; the control system further comprises a control unit adapted to receiving said signals, to using said steering wheel angle deltasw(t), speed vx(t) and actual change of direction yz(t) as a basis for calculating a steering angle addition deltaADD(t) for reducing the discrepancy between an expected change of direction of the vehicle's steered road wheels and their actual change of direction at said steering wheel angle deltasw(t), and to generating on the basis thereof a steering angle addition signal, whereupon the control system is adapted to adding the steering angle addition deltaADD(t) to the vehicle's manually operated steering system (6). The invention comprises also a method for reducing the effects of play during steering of a vehicle.
    公开号:SE1250406A1
    申请号:SE1250406
    申请日:2012-04-24
    公开日:2013-10-25
    发明作者:Malte Rothhaemel
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    15 20 25 30 2 (A). After a while, the play has stopped and the vehicle starts to turn as the steering wheel angle increases (B). When the driver is about to turn in the opposite direction, the same problem arises, albeit in a double sense. First, the gap as described according to (A) appears, after which a new gap appears when rotated in the opposite direction (C). After a while, the play has stopped and the vehicle starts to turn as the steering wheel angle increases (D).
    An optimal behavior of the response at a given steering angle is illustrated as the straight line E in the clock.
    US 2006/0006020 describes a steering system for a vehicle with power assisted steering.
    The control system is configured to control a control mechanism so that the control angle ratio increases in a central control area when the control angle is small, and decreases the so-called the steering angle ratio in a steering range when the steering angle is close to its maximum position. This prevents power assistance losses caused by tracking delays from the steering mechanism. As the steering angle increases, the applied angular speed is gradually reduced, which gives rise to a good steering experience for the driver.
    WO 2011/035960 describes a method in which the steering wheel angle is determined and a steering angle surcharge is applied depending on a vehicle-specific parameter.
    US 20100280716 describes a method for active steering in which the ratio between steering wheel angle and steering angle can be changed by means of angular overlay. An offset between a requested motor angle and the current motor angle can be reduced by an algorithm that makes the transition smooth.
    US 20100332081 describes an active steering system with angular overlay, in which the ratio between steering angle and steering angle is varied as a function of the vehicle speed with regard to time delay.
    US 20090026003 describes an active steering system in which the steering angle adjustment is made depending on the vehicle speed and steering wheel angle speed. 10 15 20 25 30 3 The systems described above show different ways of assisting the driver to steer the vehicle.
    The object of the present invention is to provide an improved system and an improved method for the driver to have a good steering feel when the driver steers the vehicle.
    SUMMARY OF THE INVENTION The object described above is achieved by a control system for reducing the effects of play in steering a vehicle, the control system comprising: a steering wheel angle detector adapted to determine the steering wheel angle and (t) of the vehicle and generate a steering angle signal accordingly; a speed detector adapted to determine the speed of the vehicle vX (t) and generate a speed signal depending thereon; a detector adapted to determine the actual rotation yZ (t) of the vehicle and to generate a rotation signal depending thereon. The steering system further comprises a steering unit adapted to receive said signals, and calculate a steering angle surcharge ÖADDÜ) to reduce the gap between expected rotation of the vehicle's steering wheel and actual rotation of the vehicle's steering wheel at said steering angle öSW (t), depending on said steering angle ösw. (t), the speed of the vehicle vX (t) and the actual rotation of the vehicle yz (t), and generating a steering angle turn-on signal therewith; wherein the steering system is adapted to add the steering angle surcharge öADD (t) to the vehicle's manually operating steering mechanism.
    According to another aspect, the object is achieved by a method for reducing ef fl when steering a vehicle, the method comprising: determining the steering angle of the vehicle ÖSW (t); determine the speed of the vehicle vX (t); determine the actual rotation of the vehicle yz (t); and calculating a steering angle surcharge (ÖADDQ) to reduce the gap between the expected rotation of the vehicle's steering wheel and the actual rotation of the vehicle's steering wheel at said steering angle ösW (t), depending on said steering angle öSW (t), the vehicle's speed vX (t) and the actual rotation of the vehicle; and adding the steering angle surcharge öADD (t) to the vehicle's manual steering mechanism.
    The invention achieves a reinforcement of the vehicle's response to a steering wheel movement which means that the effect of the play which may be present in the vehicle's steering line due to mechanical play, the vehicle's wheels etc. is substantially eliminated. The delay of the vehicle's response to the driver's given steering angle is thus reduced. A certain hysteresis in the guide line is usually desirable because otherwise nervous behavior may occur during steering. The effect of the invention is illustrated according to an example in the diagram in Fig. 4, which will be described in the detailed description.
    Preferred embodiments are described in the dependent claims and in the detailed description.
    Brief description of the accompanying figures The invention will be described below with reference to the accompanying figures, of which: Figure 1 shows a diagram illustrating the error in the form of hysteresis which occurs during steering due to play in the guide line.
    Figure 2 shows the control system according to an embodiment of the invention.
    Figure 3 shows how the system according to the invention is connected to the vehicle via an electric motor (EM).
    Figure 4 shows a diagram in which the effect of the invention is illustrated.
    Figure 5 shows a flow chart of the method according to an embodiment of the invention.
    Detailed Description of Preferred Embodiments of the Invention Figure 2 shows the control system according to an embodiment of the invention, which will now be explained with reference thereto. The control system comprises a steering wheel angle detector 1 which is adapted to determine the steering wheel angle and w (t) of the vehicle and generate a steering wheel angle signal depending thereon. The steering wheel angle detector can be, for example, a detector in the vehicle's steering column that measures the rotation of the steering wheel. The system also comprises a speed detector 2 adapted to determine the speed vX (t) of the vehicle and generate a speed signal in dependence thereof. There are a number of different ways to measure the speed of the vehicle, and in general the speed is determined by any moving part of the vehicle which spins at a rate relative to the speed of the vehicle. The speed detector may, for example, be adapted to measure the rotational speed of the vehicle's wheels and thereby determine the speed of the vehicle.
    The control system further comprises a detector 3 adapted to determine the actual rotation of the vehicle and to generate a rotation signal in dependence thereof. The actual rotation of the vehicle is the rotation of the vehicle that occurs when the driver steers the vehicle. The detector 3 may, for example, be a turning angle velocity detector which is adapted to determine the turning angle speed oaz (t) of the vehicle and to generate a turning angle velocity signal depending thereon.
    The turning angle speed describes how fast the vehicle turns around its own center of gravity, which occurs when the vehicle turns and when the vehicle changes direction of travel. According to another embodiment, the detector 3 may be adapted to determine the lateral acceleration ay (t) of the vehicle to determine the actual rotation of the vehicle. Lateral acceleration, or lateral acceleration, describes the forces required for the vehicle to remain on the road, and can be determined, for example, by using an acceleration detector adapted to determine lateral acceleration.
    Steering wheel angle signal, speed signal and a rotation signal describing the actual rotation of the vehicle are then sent to a control unit in the control system. The control unit is adapted to receive said signals, and to calculate a steering angle fitting stroke ÖADDU) to reduce the gap between the expected rotation of the vehicle's steering wheel and the actual rotation of the vehicle's steering wheel at said steering angle ösvi / (t). The calculations are made depending on said steering angle öSW (t), the vehicle's speed vX (t) and the actual rotation of the vehicle yz (t). The control unit is further adapted to generate a control angle switch-on signal depending thereon; wherein the steering system is adapted to add the steering angle surcharge ÖADDÛ) to the vehicle's manually operating steering mechanism 6, which is illustrated in Figure 3.
    The expected turn is the turn the vehicle should optimally make at the current steering wheel angle, when there was no play in the steering line, tires, etc.
    In this way, play in the steering line can be compensated for, and the driver does not have to learn how this particular vehicle behaves and adapt accordingly. The control thus becomes safer and more predictable. With the invention, the actual rotation of the vehicle will thus better correspond to the driver's steering angle angle signal. The vehicle's response time is thus reduced.
    According to one embodiment, the control unit is adapted to calculate a difference yD11 = p (t) between the vehicle's expected rotation yREF (t) and the vehicle's actual rotation yz (t) and generate a difference signal depending thereon. In this way, the error between the expected rotation and the actual rotation of the vehicle can be produced. This error can then be compensated for by the control system being adapted to determine the control angle surcharge öADD (t) based on said difference yDIFFQ). The expected rotation yREF (t) of the vehicle is preferably determined by a model 4 of the expected rotation of the vehicle at said steering angle ög (t) and the speed vx (t) of the vehicle. By using a model of how the vehicle would react at the steering wheel angle when there is no play in the steering line, you can find out how big the error is and compensate for this.
    The actual rotation of the vehicle can, as previously explained, be described by, for example, the vehicle's angular velocity oJZ (t) or lateral acceleration ay (t).
    Since it is desirable to control the vehicle based on the vehicle's angular velocity, the actual rotation yz (t) of the vehicle is then determined by the vehicle's angular velocity oaz (t). The expected rotation of the vehicle yRE1 = (t) is determined according to this embodiment by a model 4 for the expected turning angle speed of the vehicle OJREFÛ) according to: vx (f) ~ 6 (t) L + Kus' 1750 :) (la) in which vx (t) is vehicle speed, steering angle 6 (t) = ß in which i is the vehicle's gear ratio, L is the vehicle's wheelbase (wheelbase), and Kas is the vehicle's understeer gradient. Thus, the error that occurs between the expected turning angle speed and the actual turning angle speed can be compensated for.
    When it is desirable to control the vehicle based on the lateral acceleration of the vehicle, the actual rotation yz (t) of the vehicle is then determined by the lateral acceleration ay (t) of the vehicle. The expected rotation of the vehicle yRE1 = (t) is determined according to this embodiment by a model 4 for the expected lateral acceleration of the vehicle ay (t) according to: 60 :) - vš (t) L (lb) 10 15 20 25 30 Thus, the error that occurs between expected lateral acceleration and actual lateral acceleration are compensated for.
    According to one embodiment, the control system then comprises a controller 5 adapted to receive said difference signal and convert said difference yD1pF (t) into a control angle surcharge ÖADDÛ). In this way, it is possible to determine how much steering angle ÖADD is to be added to the current steering angle, etc. /, and control of the turning angle speed and the lateral acceleration, respectively, can be achieved. The controller can be, for example, a P, PI or PID controller.
    By using a regulator, you can get a "soft" addition of added rotation angle ÖADD. The controller characteristics can advantageously be adapted to, for example, the driver or driving situation. In city traffic, for example, a faster response may be desirable because the traffic pace is usually higher than for road traffic.
    Figure 3 shows how the calculated steering angle switch-on ÖADD is added to the steering angle SSW that the driver gives rise to by turning the steering wheel. The control angle surcharge ÖADD can be generated by, for example, using an electric motor (EM). The two steering angles are given as input signals to the vehicle's manual steering mechanism which may comprise a harmonic drive 6, planetary gearbox 6, which then controls the servo 7 which gives the desired angle ÖCONTROL on the wheels. The manually operating control mechanism of the vehicle may according to one embodiment comprise steer-by-Wire, in which the vehicle is controlled by an electronic control system.
    Figure 4 illustrates the effects of the invention, here in a diagram in which the driver's current steering angle (t) and the vehicle's turning angle speed coz (t) are superimposed. ÖSW, 1 (t) shows the driver's steering wheel angle, and the vehicle's resulting turning angle speed wZ, 1 (t) without compensation. The vehicle thus only turns after a certain period of time, ie with a certain delay. When a steering angle surcharge ÖADD is added to the current steering angle ÖSW, 1 (t), the resulting steering angle ÖSW, 2 (t) becomes larger. The vehicle is then forced to turn faster, with the resulting increased angular velocity (032.20). The invention thus gives rise to an instantaneous increase in the steering angle which is given as an input signal to the vehicle's manually operating steering mechanism which is illustrated in Figure 3. The resulting turning angle speed oaz (t) is then determined, and fed back into the steering system as illustrated in Figure 2. The invention has been illustrated here when the yaw angular velocity oaz (t) is used as a control parameter, but the same or at least similar effects are achieved when you choose to control the vehicle with respect to lateral acceleration ay (t).
    In another aspect, the invention includes a method of reducing the effects of play in steering a vehicle. The method is illustrated in the table diagram shown in Figure 5 which initially comprises the steps of: A1 determining the vehicle's steering angle w / (t), A2 determining the vehicle's speed vX (t), and A3 determining the vehicle's actual rotation yz (t). These first three steps A1-A3 can be done in different order. When the steps Al-AS have been performed, a steering angle surcharge öADD (t) is then calculated in step A4 to reduce the gap between the expected rotation of the vehicle's steering wheel and the actual rotation of the vehicle's steering wheel at said steering angle ÖSWG), depending on said steering angle ÖSWÛ), the vehicle speed vx). (t) and the actual rotation of the vehicle. In step A5, the steering angle supplement ÖADDG) is then added to the vehicle's manually operating steering mechanism.
    As previously described in connection with the control system, there are various alternatives for determining the above-mentioned quantities, and reference is hereby made to these alternatives for carrying out the method.
    According to one embodiment, the method comprises determining said steering angle surcharge ÖADDQ) based on a difference yD1FF (t) which is calculated as the difference between the vehicle's expected rotation yRE1 = (t) and the vehicle's actual rotation yz (t). The expected rotation yREF (t) of the vehicle is then preferably determined by a model 4 of the expected rotation yREF (t) of the vehicle at said steering angle ugw (t) and the vehicle speed vX (t).
    If the vehicle is regulated with respect to the vehicle's angular velocity oaz (t), the method includes determining the actual rotation of the vehicle yz (t) by determining the vehicle's angular velocity 0320), and determining the vehicle's expected rotation by a model 4 of the vehicle's expected angular velocity wREp ( ).
    If the vehicle is regulated with respect to the lateral acceleration ay (t) of the vehicle, the method comprises determining the actual rotation yz (t) of the vehicle by determining the lateral acceleration ay (t) of the vehicle, and determining the expected rotation of the vehicle by a model 4 for the vehicle expected lateral acceleration ay (t).
    The method may also comprise the step of converting said difference yD1FF (t) to a control angle surcharge ÖADDU).
    The invention also comprises a computer program product, comprising computer program instructions for causing a computer system to perform the steps according to the method above, when the computer program instructions are run on said computer system. According to one embodiment, said computer program product comprises that the computer program instructions are stored on a medium readable by a computer system.
    The present invention is not limited to the embodiments described above.
    Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims.
    权利要求:
    Claims (13)
    [1]
    Steering system for reducing the effects of play in steering a vehicle, the steering system comprising: - a steering wheel angle detector (1) adapted to determine the steering wheel angle of the vehicle, etc. (t) and generate a steering wheel angle signal depending thereon; - a speed detector (2) adapted to determine the speed vX (t) of the vehicle and generate a speed signal in dependence thereof; characterized in that the control system comprises - a detector (3) adapted to determine the actual rotation yz (t) of the vehicle and to generate a rotation signal depending thereon; the steering system further comprises a steering unit adapted to - receive said signals, and - calculate a steering angle fitting ÖADDU) to reduce the gap between expected rotation of the vehicle's steering wheel and actual rotation of the vehicle's steering wheel at said steering angle W (t), depending on said steering angle. steering wheel angle öSW (t), the vehicle's speed vX (t) and the vehicle's actual rotation yZ (t), and generating a steering angle turn - on signal therewith; wherein the steering system is adapted to add the steering angle fitting ÖADDO) to the vehicle's manually operating steering mechanism (6).
    [2]
    Control system according to claim 1, in which the control unit is adapted to calculate a difference yD1pp (t) between the expected rotation yREp (t) of the vehicle and the actual rotation yz (t) of the vehicle and generate a difference signal depending thereon, wherein yREF (t) is determined by a model (4) of the vehicle's expected rotation at said steering angle ÖgW (t) and the vehicle's speed vX (t), the steering system being adapted to determine said steering angle on öADD (t) based on said difference yD1FF (t).
    [3]
    Steering system according to claim 2, in which the actual rotation yz (t) of the vehicle is determined by the vehicle's angular velocity oaz (t), and the vehicle's expected rotation yREp (t) is determined by a model (4) for the vehicle's expected angular velocity oJREp (t) according to: vx (t) ° 6 (t) L + Kus ° va (t) 10 15 20 25 ll i Which vx (t) is the speed of the vehicle, å (t) = ß in which i is the gear ratio of the vehicle, L is the wheelbase of the vehicle, and Ku, is the understeer gradient of the vehicle.
    [4]
    Steering system according to claim 2, in which the actual rotation yz (t) of the vehicle is determined by the lateral acceleration ay (t) of the vehicle and the expected rotation yREF (t) of the vehicle is determined by a model (4) of the expected lateral acceleration ay (t) of the vehicle according to : w) - vš (f) L (lb) in which vx (t) is the speed of the vehicle, 6 (t) = ß in which i is the gear ratio of the vehicle, L is the wheelbase of the vehicle, and KMS is the understeer of the vehicle.
    [5]
    Control system according to any one of claims 2 to 4, in which the control unit comprises a controller (5) adapted to receive said difference signal and convert said difference yD1pp (t) into a control angle surcharge ÖADDO).
    [6]
    Control system according to claim 5, in which the controller (5) is a P, PI or PID controller.
    [7]
    A method for reducing the effects of play in steering a vehicle, the method comprising - determining the steering angle of the vehicle öSW (t); - determine the speed of the vehicle vX (t); feel that the method comprises - determining the actual rotation of the vehicle yz (t); calculate a steering angle stroke öADD (t) to reduce the gap between the expected rotation of the vehicle's steering wheel and the actual rotation of the vehicle's steering wheel at said steering angle öSW (t), depending on said steering angle öSW (t), the vehicle's speed vX (t) and the vehicle's actual rotation yz (t); and - add the steering angle switch öADD (t) to the vehicle's manual steering mechanism (6). 10 15 20 25 12
    [8]
    A method according to claim 7, comprising - calculating a difference yD1FF (t) between the vehicle's expected rotation yREF (t) and the vehicle's actual rotation yz (t), wherein yREp (t) is determined by a model (4) of the vehicle's expected rotation. turning yREp (t) at said steering wheel angle öSW (t) and vehicle speed vX (t); determine said control angle surcharge ÖADDÛ) based on said difference yD11 = p (t).
    [9]
    A method according to claim 8, comprising - determining the actual rotation yz (t) of the vehicle by determining the vehicle's angular velocity oaz (t), and - determining the expected rotation of the vehicle by a model (4) for the expected angular velocity of the vehicle oaREp (t). according to: vx (1ï) - 6 (1f) L + Kus' va (t) (la) in which vx (t) is the speed of the vehicle, å (t) = i in which i is the gear ratio of the vehicle, L is the wheelbase of the vehicle, and Km is the understeer gradient of the vehicle.
    [10]
    A method according to claim 8, comprising - determining the actual rotation yz (t) of the vehicle by determining the lateral acceleration ay (t) of the vehicle, and - determining the expected rotation of the vehicle by a model (4) of the expected lateral acceleration ay (t) of the vehicle ) according to: 6G) - vš (t) L (lb) 5sw (ï in which vx (t) is the vehicle's speed, å (t) =) in which i is the vehicle's gear ratio, L is the vehicle's wheelbase, and Km is the vehicle's understeer gradient .
    [11]
    A method according to any one of claims 8 to 10, comprising the step of converting said difference yD1FF (t) to a control angle surcharge ÖADDO). 13
    [12]
    A computer program product, comprising computer program instructions for causing a computer system to perform the steps of the method according to any one of claims 7 to 11, when the computer program instructions are run on said computer system.
    [13]
    The computer program product of claim 12, wherein the computer program instructions are stored on a computer system readable medium.
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1250406A|SE536469C2|2012-04-24|2012-04-24|Control system and method to reduce the effect of glitches on steering|SE1250406A| SE536469C2|2012-04-24|2012-04-24|Control system and method to reduce the effect of glitches on steering|
    PCT/SE2013/050410| WO2013162447A1|2012-04-24|2013-04-16|Control system and method for reducing the effects of play during steering|
    CN201380022080.4A| CN104428190B|2012-04-24|2013-04-16|For reducing control system and the method for the impact of play during turning to|
    RU2014146992/11A| RU2578518C1|2012-04-24|2013-04-16|Steering system and method for reducing effects of play during steering|
    BR112014026384A| BR112014026384A2|2012-04-24|2013-04-16|method and control system for reducing the effects of slack while driving|
    EP13781075.0A| EP2841324B1|2012-04-24|2013-04-16|Control system and method for reducing the effects of play during steering|
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