Method for operating a vehicle having an electronic steering system and electronic steering system

Abstract

The invention relates to a method for operating a vehicle with an electronic steering system and the electronic steering system. The present disclosure generally relates to a method (32) for operating a vehicle (10) having an electronic steering system (12), and to an electronic steering system (12) for a vehicle (10). The electronic steering system (12) comprises at least a first steering system component (14A) and a second steering system component (14B). The second steering system component (14B) is redundant with respect to the first steering system component (14A). A fault is detected in any one (14A) of the first and second steering system components. A steering system remaining range of the vehicle (10) is determined within which the vehicle (10) can continue to operate with the other one (14B) of the first and second steering system components. The range information is adjusted based on the steering system range remaining and at least based on a comparison of the steering system range remaining with a battery range remaining of the vehicle (10). And outputting the adjusted mileage information to a driver of the vehicle (10) in a notification manner.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to a method for operating a vehicle having an electronic steering system, and to an electronic steering system. BACKGROUND

[0002] Electronic steering systems are an emerging steering technology that eliminates the mechanical link between the steering wheel and the wheels and replaces it with two actuators: one actuator generates torque in order to provide feedback to the driver (on the steering wheel), the other wheel actuator controls the wheels into the desired position.

[0003] Since a system failure can lead to a loss of steering functionality, redundant systems are used. However, a failure of the second component, which is intended to provide redundancy, can lead to a complete loss of steering functionality after the first component has failed for the first time. In order to ensure the reliability of the steering system, according to previous approaches, the continued operation of the remaining system is limited after the first component has failed. In this context, it is known to reduce the speed of the vehicle (see, for example, US 11,780,493 B2, US 11,192,581 B2, US 2023 / 0406405 A1 and EP 1 650 104 A1) or to provide a range limit (see, for example, DE 10 2022 002 249 A1).

[0004] However, a forced deceleration of the vehicle often startles the driver. Many drivers are reluctant to accept a forced deceleration, which can lead to unwanted driving situations. Furthermore, it can be inappropriate to stop the vehicle at the current vehicle position, for example in a tunnel.

[0005] Therefore, there is a need to eliminate or at least reduce the disadvantages of the known approaches and electronic steering systems. In particular, there is a need to provide a method and an electronic steering system in which the acceptance of measures taken due to a component failure is improved compared to previous approaches. SUMMARY

[0006] This object is achieved by the subject matter of the independent patent claims. Advantageous embodiments are specified in the dependent claims and the following description, each of which can represent aspects of the present disclosure individually or in (sub-)combination. Some features are explained with respect to a method, other features are explained with respect to an apparatus. However, the relevant aspects can be transferred to each other in a corresponding manner.

[0007] According to one aspect, some embodiments of the present disclosure relate to a method for operating a vehicle having an electronic steering system. The electronic steering system comprises at least a first steering system component and a second steering system component. The second steering system component is redundant with respect to the first steering system component. The method comprises at least the following steps:

[0008] detecting a failure in any one of the first and second steering system components.

[0009] determining a steering system remaining range of the vehicle, within which range the vehicle can continue to be operated with the other one of the first and second steering system components.

[0010] adjusting the range information based on the steering system remaining range.

[0011] outputting the adjusted range information to a driver of the vehicle in a notifying manner.

[0012] The method is based on the idea of not forcing the driver of the vehicle to slow down, but rather providing the driver with adjusted range information. The driver is familiar with the fact that the range of the vehicle is limited. The method makes use of this insight by adjusting the range information issued to the driver based on the steering system remaining range. This leads to a higher acceptance of the adjusted functionality of the vehicle by the driver, which can prevent unwanted driving situations and the driver will actually follow the changed information. This is not the case, at least to a different extent, with a simple error message indicating that the electronic steering system is faulty.

[0013] Furthermore, the method makes use of the fact that the steering system remaining range is not simply predefined and thus fixed. Rather, it is only determined in the course of using the method. This means that driving situations can be taken into account, thereby reducing the possible restrictions on the driver's ability to continue operating the vehicle.

[0014] According to a further aspect, some embodiments of the disclosure also relate to an electronic steering system for a vehicle. The electronic steering system comprises a first steering system component, a second steering system component, and a control device coupled at least to the first steering system component, the second steering system component, and an output device. The second steering system component is redundant with respect to the first steering system component. The electronic steering system is designed to detect a failure in any one of the first and second steering system components, determine a steering system remaining range of the vehicle, within which range the vehicle can continue to be operated with the other one of the first and second steering system components, adjust the range information based on the steering system remaining range, and output the adjusted range information to a driver of the vehicle in a notifying manner using the output device.

[0015] The advantages achieved by the method described herein are also achieved by the electronic steering system in a corresponding manner.

[0016] The electronic steering system can in particular be understood as a steer-by-wire (SbW) steering system.

[0017] The steering system residual range is understood to mean the range of the vehicle within which the vehicle can still be reliably used with the electronic steering system using the second steering system component. In the present case, this range is limited in order to minimize the probability of failure in the second steering system component provided for redundancy purposes and thus to minimize the probability of failure in the entire electronic steering system.

[0018] The steering system residual range can optionally depend at least indirectly on the allowable operating time of the vehicle after a failure of one of the first steering system component and the second steering system component.

[0019] The range information can be understood to mean the specified residual range of the vehicle. Alternatively, it can also mean, for example, the filling level of an energy store or fuel tank of the vehicle. In any case, the vehicle driver is informed in the manner of the range information with which the vehicle can only be used for a limited time and / or a limited distance.

[0020] For the sake of simplicity, it is assumed in the following that a failure with respect to the first steering system component is detected and the steering system residual range of the vehicle is determined with respect to the (faultless) second steering system component. However, this is not a limitation. In general, a failure can of course occur and be detected on any one of the mutually redundant steering system components. The steering system residual range is then determined accordingly on the basis of the other component.

[0021] Optionally, the electronic steering system can also have an additional steering system component which is redundant with respect to both, i.e. the first steering system component and the second steering system component. Then, a failure with respect to any one of the mutually redundant steering system components can occur and be detected. As a result, a steering system residual range of the vehicle can be determined within which the vehicle can continue to be operated with at least the other one of the mutually redundant steering system components. The electronic steering system can then adjust the range information on the basis of the respective steering system residual range, for example the maximum (or minimum) thereof, and output the adjusted range information in an informative manner to the driver of the vehicle by means of the output device. In other words, the method and the electronic steering system can also be extended in a corresponding manner by a third (or fourth) steering system component, each of which is redundant with respect to the first steering system component and the second steering system component.

[0022] In some embodiments, a malfunction in the first steering system component can be detected by means of a sensor and / or a control device. For example, the sensor can detect that the steering system component is not functioning properly. For example, if the steering system component is an actuator, the sensor can serve to determine that the actuator does not move the actuating element as required. In this case, the sensor can be a displacement sensor. If the steering system component itself is a sensor, a malfunction can be detected, for example, using the control device. In this case, for example, the measured value actually expected by the sensor can be missing. For example, it can then be determined by means of a voltage sensor that no measured value has been received at the input of the control device coupled to the sensor (steering system component). This can indicate that there is a malfunction in the steering system component. This provides a reliable detection mechanism for a malfunction of the steering system component.

[0023] A malfunction of the steering system component does not necessarily have to correspond to a complete failure. A steering system component malfunction can also correspond to an undesired mode of operation of the steering system component beyond a predefined standard mileage. For example, it can be provided that a sensor as a steering system component transmits measured values to the control device within a defined interval. However, if the transmitted measured values exceed this interval, the sensor (steering system component) can be considered to be malfunctioning. This means that a still functional but only incorrect steering system component can be captured, so that the functionality of the electronic steering system is guaranteed by the additional steering system component by means of redundancy. This allows the vehicle to continue to operate at least at a lower performance of the electronic steering system.

[0024] The first steering system component and the second steering system component can be arranged and coupled to one another in such a way that, if the first steering system component malfunctions, the second steering system component automatically assumes the functionality of the first steering system component. This minimizes the response time required for switching to the additional steering system component.

[0025] In an alternative, the control device can also output a corresponding actuation signal to the second steering system component, so that the second steering system component assumes the functionality of the first steering system component. In particular, the actuation signal can be output if the control device has previously determined (for example, on the basis of a sensor detection) that there is a malfunction in the first steering system component. This enables an adjusted actuation signal to be output to the components of the electronic steering system, triggering a response mechanism optimized to the situation.

[0026] Preferably, the remaining mileage of the steering system of the vehicle is determined by the control device of the electronic steering system.

[0027] The notification can be output to the driver of the vehicle (for example, by an output device, for example, by a display, a loudspeaker, a notification signal transmitted wirelessly, for example, by a tablet or smartphone, or a haptic output device, for example, a steering wheel that is vibrated). As a result, the information level about the state of the vehicle is increased for the driver, since the notification can be issued to the driver in various ways.

[0028] In some embodiments, the first and second steering system components are steering actuators. The steering actuators can on the one hand be actuators with feedback in order to be able to provide feedback to the driver about the steering movement on the steering wheel, or they can be wheel actuators in order to output a steering angle specified by the driver via the steering wheel to the steerable wheels, thereby causing a steering movement of the vehicle. The method is thus applicable to different devices of an electronic steering system.

[0029] Alternatively, the first and second steering system components can also be other components of an electronic steering system, such as sensors. A malfunction in the sensors would also impair the functionality of the electronic steering system. Therefore, an adjusted driving functionality of the vehicle must also be provided in the event of a malfunction of the sensors.

[0030] In any case, however, the first and second steering system components are redundant with respect to each other. This means that the steering system components implement the same functionality. Of course, an electronic steering system has a plurality of combinations of steering system components, each of which is redundant with respect to each other. The method described herein can preferably be applied equally to all mutually redundant steering system component groups of an electronic steering system.

[0031] In some embodiments, the range information is adjusted at least also on the basis of the battery range remaining of the vehicle. This increases the versatility of the method, since several influencing factors are taken into account for the adjusted range information.

[0032] The adjustment of the range information preferably takes into account a comparison of the steering system range remaining and the battery range remaining.

[0033] It is particularly preferred that the adjusted range information corresponds to the battery remaining range if the battery remaining range is smaller than the steering system remaining range, and that the adjusted range information corresponds to the steering system remaining range if the steering system remaining range is smaller than the battery remaining range. In other words, the range information output to the driver can also correspond to the range information output before the first steering system component has failed, so that this range information can remain unchanged if the vehicle battery range is anyway smaller than the steering system range. This makes the method particularly simple. Furthermore, it can be prevented that the driver receives mutually contradicting range information. On the other hand, if the steering system remaining range is smaller than the battery remaining range, the range information is limited based on the steering system remaining range. This ensures that the vehicle does not continue to run for too long even if the first steering system component has failed. Thus, an undesired driving situation can be prevented.

[0034] In some embodiments, the range information is not adjusted spontaneously, but continuously (dynamically). A sudden change of the range information would typically lead to a reduced acceptance of the vehicle by the driver. Thus, the range information output to the driver of the vehicle can be continuously changed from an initial value to a final value within a predefined interval by repeated notifications. The final value then corresponds to the range information as described above, e.g. the battery remaining range or the steering system remaining range. The final value can be set taking into account the distance to be driven within the time interval, which is subtracted from the respective range information. The time interval is preferably dimensioned such that the distance corresponding to the adjusted range information cannot be covered within this time interval. In other words, the time interval can also correspond to a distance equal to a fraction of the distance corresponding to the adjusted range information.

[0035] In some embodiments, the charging process of the battery of the vehicle is limited in such a way that the total battery remaining range corresponds at most to the steering system remaining range. The total battery remaining range is the sum of the battery remaining range before and after the charging process. In case the battery remaining range is smaller than the steering system remaining range, the adjusted range information is determined by the battery remaining range, for example. The driver can then drive to a charging station to charge the vehicle in the context of a low battery remaining range. This would actually lead to a significant increase of the battery remaining range. In this case, the charging process can be limited, for example by a charging threshold, in such a way that only a limited charge is stored in the battery. Thus, after charging, the subsequently available battery remaining range together with the battery remaining range available before charging can correspond to the steering system range. Thus, it can be prevented that the charging process increases the adjusted range information output to the driver of the vehicle beyond a level not provided according to the steering system remaining range, or in other words, beyond an allowable level. This can prevent that the driver runs the vehicle for a long time in case of a failure of a steering system component.

[0036] Optionally, the steering system remaining range is determined based at least also on location information. The location information comprises at least one of a charging station location, a parking spot location, a garage location and a home location and a location of the vehicle. It is clear here that the steering system remaining range is not predefined and fixed. Rather, the size of the steering system remaining range can be set at a relative position of the vehicle with respect to one or more of the charging station, the parking lot or the garage. For example, the range information can be subsequently adjusted based on the steering system remaining range such that the remaining range of the vehicle indicated to the driver corresponds to the range to the garage where the driver can check the steering system of the vehicle.

[0037] The location information can be received or obtained from, for example, a location receiver and / or a data connection to an external server. The location receiver can be designed to receive signals from, for example, a global navigation satellite system and thus be able to determine the location of the vehicle. For example, the data connection can exist between the control device and an external server. The data connection can be used to receive location information about charging stations, parking lots or garages (service points) in the vicinity of the vehicle and to determine this information by the control device.

[0038] Optionally, the notification issued to the driver of the vehicle can also comprise information about the location of the charging station, the parking lot or the garage that can be reached based on the range information displayed to the driver.

[0039] In particular, the parking lot can be understood here to mean a dedicated parking facility. For example, such a parking facility cannot be provided within a tunnel. In this case, if the vehicle is within a tunnel when a steering system component fails, the steering system remaining range can at least correspond to the distance to be overcome in order to exit the tunnel.

[0040] In some embodiments, the range information can be adjusted such that it is not greater than a range threshold, which corresponds to a maximum distance at which the vehicle can still be operated with the electronic steering system. The maximum distance can depend on a maximum allowable duration of the vehicle, at which the vehicle can still be operated after the first steering system component has failed. This prevents the vehicle from being operated for an unacceptably long time in the event of a failure of a steering system component in order to prevent an undesirable driving situation.

[0041] Preferably, the steering system remaining range is determined based at least also on an actual driving profile of the driver of the vehicle and / or a standardized driving profile of the driver of the vehicle.

[0042] The actual driving profile can correspond to a driving profile that is also used as a basis for regular mileage calculation of the vehicle. For example, the individual driving style of the driver can be taken into account, e.g. whether the driver drives economically or energy-intensive. However, in order to determine the actual driving profile, the driving profile taken into account in the regular mileage calculation can be multiplied by a factor (typically less than 1) that corresponds to the maximum allowable period of time for which the vehicle is to be operated using the electronic steering system after the first steering system component has failed.

[0043] The standardized driving profile can be understood as an average driving profile that has been determined, for example, from average values of different drivers in respective driving situations. This can also take into account, for example, the environment in which the vehicle is currently driving, e.g. a fast road, a motorway or urban traffic.

[0044] These measures make it possible to determine the remaining mileage of the steering system on the basis of the driving situation and taking into account different types of information. Thus, the vehicle is allowed to continue driving only for the adjusted mileage without causing too much disadvantage to the driver of the vehicle in terms of limited continued operation.

[0045] Optionally, the vehicle speed is reduced after the mileage defined by the adjusted mileage information has been covered. This ensures an additional mechanism for preventing undesirable driving situations and encourages the driver to park and / or to check the electronic steering system.

[0046] Preferably, the vehicle can also be stopped after covering the mileage defined by the adjusted mileage information. This reliably prevents the vehicle from continuing to operate.

[0047] According to a further aspect, the application also relates to a vehicle having an electronic steering system as described before. The advantages achieved by the electronic steering system (and method) described herein are also achieved by the vehicle in a corresponding manner.

[0048] For the purposes of the present disclosure, a vehicle can include in particular land vehicles, including but not limited to off-road and on-road vehicles, such as passenger cars, buses, trucks and other utility vehicles. The vehicle can be manned or unmanned. The vehicle can be at least partially electrically driven, having an internal combustion engine and / or an electric motor as drive means.

[0049] All features explained with regard to the individual aspects can be combined individually or with other aspects (sub-) combinations. BRIEF DESCRIPTION OF DRAWINGS

[0050] The present disclosure and other advantageous embodiments and improvements thereof are described and explained in more detail below with reference to examples shown in the drawings. In the drawings:

[0051] Figure 1 a simplified schematic diagram of a vehicle having an electronic steering system is shown,

[0052] Figure 2 a simplified schematic of a method for operating a vehicle with an electronic steering system is shown,

[0053] Figure 3 a simplified schematic of a mileage information output in the context of the method is shown, and

[0054] Figure 4 a further simplified schematic of a mileage information output in the context of the method is shown. DETAILED DESCRIPTION

[0055] The following detailed description is intended to describe different embodiments of the disclosed subject matter and is not intended to limit the scope of the disclosed subject matter. Each embodiment described in this disclosure is an example or is merely for illustrative purposes and should not be construed as superior or better than other embodiments. The illustrative examples contained herein are not to be construed as exhaustive or limiting of the scope of the claimed subject matter. Different modifications are possible for the described embodiments, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of the described embodiments. Thus, the described embodiments are not intended to be limited to the illustrated embodiments but are to be accorded the widest scope consistent with the principles and features disclosed herein.

[0056] All features disclosed in the specification, the claims and the accompanying drawings can be combined in any combination, except where the context excludes such a combination, or where the combination is explicitly disclosed in the specification, the claims and the accompanying drawings.

[0057] For the purposes of the present disclosure, the expression “at least one of A, B and C” means, for example, (A), (B), (C), (A and B), (A and C), (B and C) or (A, B and C), and if more than three items are listed, any other possible combination is included. In other words, the expression “at least one of A and B” generally means “A and / or B”, i.e. either “A” alone, “B” alone, or “A and B”.

[0058] Figure 1 a simplified schematic of a vehicle 10 with an electronic steering system 12 is shown.

[0059] The electronic steering system 12 comprises a plurality of steering system components 14. A first steering system component 14A is here designed in the form of a first wheel actuator. A second steering system component 14B is also designed in the form of a wheel actuator, in particular with respect to the same wheel, alternatively with respect to the same tie rod or steering rack. The second steering system component 14B is redundant with respect to the first steering system component 14A. This means that the steering system components 14 essentially have and implement the same function as the electronic steering system 12. In other words, both the first steering system component 14A and the second steering system component 14B can be used to change the angular position of the steerable wheels of the vehicle 10.

[0060] Here, the electronic steering system 12 is configured such that the steerable wheels of the vehicle 10 are initially steered only by the first steering system component 14A. If the first steering system component 14A fails, the second steering system component 14B can be used to steer the wheels of the vehicle 10.

[0061] Alternatively, the electronic steering system 12 can be configured such that the steering system components 14A and 14B each steer the wheels of the vehicle 10 partially at the same time. If one of the two steering system components 14A or 14B fails, the wheels of the vehicle 10 can continue to be steered using the second, remaining (fault-free) steering system component 14A or 14B.

[0062] The electronic steering system 12 also comprises sensors 16 which are assigned to the steering system components 14. Here, a first sensor 16A is assigned to the first steering system component 14A. Furthermore, a second sensor 16B is assigned to the second steering system component 14B. The sensors 16 are configured to support self-diagnosis of the electronic steering system 12 and also to detect faults in the steering system components 14 to which they are assigned. The fault can not only occur in the case of a complete failure of the steering system component 14, but also in the case of a steering system component 14 which is still generally operational, but whose function deviates from the standard behavior. As a result of this fault, the operation of the steering system component 14 does not have the expected effect. This fault mode of operation of the steering system component 14 is also considered to be a fault here.

[0063] Furthermore, the electronic steering system 12 comprises a control device 20 which comprises a data processing device 22. The control device is coupled to the steering system components 14 and the sensors 16 assigned thereto.

[0064] According to this embodiment, the electronic steering system 12 further comprises or is coupled to a communication device 24. Furthermore, the electronic steering system 12 comprises or is coupled to a position receiver 26. Moreover, the electronic steering system 12 is further coupled to a higher-level driving control device 28 and an output device 30 of the vehicle 10. In particular, the control device 20 is coupled with the communication device 24, the position receiver 26, the higher-level driving control device 28 and the output device 30.

[0065] Via the communication device 24, the control device 20 can communicate with an external server and receive, for example, position data or map data.

[0066] The position receiver 26 is configured to receive position signals from a global navigation satellite system and to send them to the control device 20. This enables the control device 20 to determine a vehicle position of the vehicle 10.

[0067] The control device 20 can receive information, for example, a remaining range of the battery, from the higher-level driving control device 28.

[0068] Using the output device 30, the control device 20 can output the range information in the form of a notification to the driver of the vehicle 10. The output device 30 can be, for example, a display.

[0069] Figure 2 A simplified schematic diagram of a method 32 for operating the vehicle 10 with the electronic steering system 12 is shown. Optional steps are shown in dashed lines.

[0070] In this context, Figure 3 A simplified schematic diagram 34 of the output of the range information 36 is shown. On the x-axis of the diagram 34, time is plotted against the range shown to the driver on the y-axis, the y-axis corresponding to the range information 36 output in each case.

[0071] During the time interval T1, the electronic steering system 12 is operated on demand. In this case, the range information 36 output is generally decreasing. As the vehicle 10 moves forward, the range information 36 output will of course decrease in accordance with the distance traveled. Nevertheless, the range information 36 output corresponds to the vehicle range evidenced, for example, by the state of charge of the battery or the fuel tank fill level. In this case, the remaining range is determined by the higher-level driving control device 28 on the basis of a conventional driving profile of the vehicle 10 and output to the driver in the form of a notification as the output range information 36.

[0072] At a time Tx, the method 32 comprises a step S1 in which a malfunction in a first steering system component 14A, typically one of a plurality of mutually redundant steering system components 14 (e.g. three or more), is detected. For example, the malfunction in the first steering system component 14A can be detected by a sensor 16A assigned to it, or the control device 20 can determine on the basis of measurement data of the sensor 16A that the first steering system component 14A no longer functions properly.

[0073] As a result, in a following step S2, the control device 20 of the electronic steering system 12 determines a steering system remaining range of the vehicle 10, within which the vehicle 10 can continue to be operated by means of the second steering system component 14B. The steering system remaining range corresponds to a distance within which the vehicle 10 can still be operated even if the first steering system component 14A malfunctions.

[0074] The step S2 can optionally be designed in various ways. For example, according to an optional step S2A, the control device 20 can take into account position information when determining the steering system remaining range. In this context, on the one hand, the position of the vehicle 10 can be determined, for example, by means of a position receiver 26, while, on the other hand, map data which the control device has received from an external server, for example, by means of the communication device 24, can be taken into account. This map data can in particular include information about the location of parking facilities, garages and charging stations. On the basis of this map data, the control device 20 can determine whether a suitable parking facility, garage, home location or charging station is located within a certain distance from the current position of the vehicle 10, which the vehicle 10 can still reach without having to be operated for too long. If the control device 20 determines that a suitable parking facility, garage, home location or charging station is located at an accessible distance from the current position of the vehicle 10, the steering system remaining range can be limited by this distance to the determined suitable parking facility, garage, home location or charging station.

[0075] Step S2 can preferably also be extended by an optional step S2B in which the driving profile is taken into account when determining the steering system range. The driving profile can in particular correspond to a regular driving profile which is also taken into account by the higher-level driving control device 28 for determining the range of the vehicle 10. According to step S2B, the regular driving profile is multiplied by a factor which reflects the still allowable distance in which the vehicle 10 can still be operated. On the other hand, the driving profile can also correspond to an actual driving profile of the vehicle 10 in which, for example, the driving style of the driver or the driving conditions of the vehicle 10 are taken into account. Alternatively or cumulatively, it can also be taken into account whether the vehicle 10 is on a fast road, on a motorway or in urban traffic. Due to the different driving situations, for example different average speeds can be determined which can be multiplied by the allowable remaining operating time of the vehicle 10 in order to determine the steering system range. The respective driving situation also has an influence on the steering system range in view of the map data. If the vehicle 10 is located on a motorway, for example, the steering system range can be determined at least in such a way that the nearest motorway exit can be reached, optionally by reaching a suitable parking facility or the like.

[0076] The method 32 comprises a step S3 after step S2 in which the steering system range is compared to the battery range of the vehicle 10, in particular by the control device 20. The control device 20 can receive information about the battery range, for example, from the higher-level driving control device 28. This allows the option of a smaller range to be taken into account in the subsequent steps of the method 32.

[0077] Subsequently, the method 32 comprises a step S4 in which the range information is adjusted on the basis of the steering system range, in particular by the control device 20. This means that, from now on, the control device 20 will adjust the range information 36 output during the time interval T1 (see Figure 3 ).

[0078] During the time interval T2 (see Figure 3 ), the adjusted range information 36 is output, for example by the output device 30, by issuing a notification to the driver of the vehicle 10 in step S5 of the method 32. It can be seen that the range of the vehicle 10 displayed to the driver no longer corresponds to the original range, but is constantly decreasing compared to the original value. This does not correspond to the distance traveled by the vehicle 10 during the execution of the method 32, but rather the displayed range of the vehicle 10 is deliberately reduced in order to make the driver of the vehicle 10 stop the vehicle 10.

[0079] In this context, the range information 36 output in step S4 can be adjusted in such a way that it does not change abruptly during the time interval T2, but rather changes dynamically and continuously. This can prevent the driver from being confused by an abrupt change in the displayed range information 36. Rather, the change in the displayed range information 36 can occur gradually, which will increase the driver's acceptance of the necessity of parking the vehicle 10.

[0080] Figure 4 An alternative range reduction is shown in Fig. 3, which shows a further simplified schematic 34 of the range information 36 output according to the method 32 after a fault has occurred in the steering system 12. Again, at a time Tx, a fault is detected in the first steering system component 14A, typically one of the mutually redundant steering system components 14 (e.g. three or more). According to this embodiment, the range information 36 output after the fault has been detected is initially reduced substantially before a time T3. After the time T3, a reduced change in the range information 36 is output during a time interval T4. As a result, the relatively rapid reduction in the range information 36 between Tx and T3 prompts the driver of the vehicle 10 to quickly steer the vehicle 10 to a suitable parking spot.

[0081] In step S5, the driver of the vehicle 10 can also be provided with additional information by means of a notification, for example, location information about suitable parking facilities, garages or charging stations that are still reachable based on the adjusted range information.

[0082] Optionally, the method 32 can also be extended by a further step S6 in which a charging process of the vehicle 10 is limited. In the optional step S3, it can have been found that the battery remaining range is less than the steering system remaining range. As a result, the user of the vehicle 10 can be forced to charge the vehicle 10 at a charging station. This charging process can be limited by the control device 20 by means of step S6. In particular, the charging process can be limited to only charging a limited amount of charge. The charging process can in particular be limited in such a way that the sum of the battery remaining range still available before the charging process and the battery remaining range achieved after the charging process equals the steering system remaining range.

[0083] Preferably, the method 32 can also be extended by a step S7 in which the speed of the vehicle 10 is reduced by the control device 20 after a distance corresponding to the output range information. This means that an additional mechanism can be created so that the vehicle 10 no longer runs after a fault has occurred in the first steering system component 14A.

[0084] Thus, use of method 32 can ensure a wide range of advantages. For example, a known display information (remaining range) familiar to the driver of vehicle 10 can be used to induce the driver of vehicle 10 to stop vehicle 10. The design of method 32 increases the likelihood that the driver of vehicle 10 will follow the instructions to park vehicle 10 at a designated location (e.g., a dedicated parking facility). Moreover, method 32 allows for preventing an unintended automatic deceleration (stop) of vehicle 10. Additional error messages unfamiliar to the driver of vehicle 10 can also be avoided. Various factors such as map data or driving profile are also taken into account to determine adjusted range information 36. In this way, vehicle 10 can be parked at a suitable place.

[0085] The specific embodiments disclosed herein (particularly the control device) use circuitry (e.g., one or more circuits) to implement the standards, protocols, methods, or techniques disclosed herein, to functionally couple two or more components, to generate information, to process information, to analyze information, to generate signals, to encode / decode signals, to convert signals, to transmit and / or receive signals, to control other devices, etc. Any type of circuitry can be used.

[0086] In one embodiment, the circuitry such as the control device includes at least one or more data processing devices, such as a processor (e.g., a microprocessor), a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a system-on-chip (SoC), or similar device, or any combination thereof, and can include discrete digital or analog circuitry or electronics or a combination thereof. In one embodiment, the circuitry includes a hardware circuit implementation (e.g., an implementation in analog circuitry, an implementation in digital circuitry, etc., and combinations thereof).

[0087] In one embodiment, the circuitry includes a combination of circuitry and computer program products with software or firmware instructions stored on one or more computer-readable memories and interacting to cause a device to perform one or more of the protocols, methods, or techniques described herein. In one embodiment, the circuitry technology includes circuitry (such as a microprocessor or some portion of a microprocessor) that requires software, firmware, etc. for its operation. In one embodiment, the circuitry includes one or more processors or some portion thereof and associated software, firmware, hardware, etc.

[0088] The present disclosure can refer to quantities and numbers. Unless expressly stated, these quantities and numbers should not be considered limiting, but rather as examples of possible quantities or numbers in relation to the present disclosure. In this context, the term “a plurality of’ can also be used in the present disclosure to refer to a quantity or number. In this context, the term “a plurality of’ shall refer to any number greater than one, e.g., two, three, four, five, etc. The terms “approximately,” “about,” “substantially,” and the like, mean plus or minus 5% of the indicated value.

[0089] While the present disclosure has been presented and described with respect to one or more embodiments, those skilled in the art will appreciate that equivalent alterations and modifications will occur to them upon reading and understanding the specification and the annexed drawings.

Claims

1. A method (32) for operating a vehicle (10) with an electronic steering system (12), wherein the electronic steering system (12) comprises at least a first steering system component (14A) and a second steering system component (14B), which is redundant with respect to the first steering system component (14A), wherein the method (32) comprises at least the following steps: detecting a fault in either of the first and second steering system components (14A, 14B), determining a steering system remaining range of the vehicle (10) within which the vehicle (10) can continue to be operated using the other of the first and second steering system components (14A, 14B), adjusting range information based on the steering system remaining range, taking into account a comparison of the steering system remaining range with a battery remaining range of the vehicle (10), and outputting the adjusted range information in a notifying manner to the driver of the vehicle (10). The adjusted range information corresponds to the battery remaining range if the battery remaining range is smaller than the steering system remaining range, and the adjusted range information corresponds to the steering system remaining range if the steering system remaining range is smaller than the battery remaining range. A charging process of a battery of the vehicle (10) is limited such that a total battery remaining range, which is a sum of the battery remaining range before the charging process and the battery remaining range after the charging process, at most corresponds to the steering system remaining range. The steering system remaining range is determined at least also based on orientation information, wherein the orientation information comprises a position of the vehicle (10) and at least one of a charging station location, a parking spot location, a garage location and a home location. The steering system remaining range is determined at least also based on an actual driving profile of the driver of the vehicle and / or a standardized driving profile of the driver of the vehicle.

2. The method (32) according to claim 1, characterized in that After driving a distance predefined by the adjusted range information, a vehicle speed is reduced.

3. The method (32) according to claim 3, characterized by ​ 4. The method (32) according to any one of the preceding claims, characterized by, ​ 5. The method (32) according to any of the preceding claims, characterized by, ​ 6. The method (32) according to any one of the preceding claims, characterized by, ​ 7. An electronic steering system (12) for a vehicle (10), the electronic steering system (12) having a first steering system component (14A), a second steering system component (14B) and a control device coupled with at least the first steering system component (14A), the second steering system component (14B) and an output device, wherein the second steering system component (14B) is redundant with respect to the first steering system component (14A), wherein the electronic steering system (12) is designed to: detect a failure in either of the first and second steering system components (14A, 14B); determine a steering system remaining range of the vehicle (10) within which the vehicle (10) is able to continue to operate using the other of the first and second steering system components (14A, 14B); adjust the range information based on the steering system remaining range and at least based on a comparison with the battery remaining range of the vehicle (10); and output the adjusted range information to the driver of the vehicle (10) via the output device (30) based on a notification.

8. The electronic steering system (12) of claim 7, characterized by The first steering system component (14A) and the second steering system component (14B) are steering actuators.

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