Method for operating an assembly of a motor vehicle, assembly and motor vehicle

Abstract

Method for operating an assembly of a motor vehicle, assembly and motor vehicle. The present disclosure relates generally to a method for operating an assembly of a motor vehicle, an assembly of a motor vehicle and a motor vehicle. The assembly has at least one electromechanical steering system, an environmental sensor and a closed-loop control device coupled to the electromechanical steering system and the environmental sensor. At least one road irregularity is detected using the environmental sensor, for which at least one road irregularity a position of the road irregularity matches at least one expected wheel track of a vehicle wheel of the motor vehicle. Based on the detected road irregularity, an adapted wheel track is determined for the vehicle wheel of the motor vehicle by the closed-loop control device, such that the adapted wheel track deviates from the position of the road irregularity. The electromechanical steering system is controlled in a closed loop by the closed-loop control device in such a way that the vehicle wheel follows the respective adapted wheel track.

Description

Technical Field

[0001] This disclosure generally relates to a method for operating an assembly of a motor vehicle, the motor vehicle assembly, and the motor vehicle. Background Technology

[0002] Electromechanical steering is a steering technology in which the direct mechanical connection between the steering wheel and the vehicle wheels is eliminated. This direct connection is replaced by two actuators: a steering wheel actuator with feedback, which generates feedback torque for the driver at the steering wheel; and a wheel actuator, which controls at least one (but usually more) steerable vehicle wheels in a closed loop to enter the desired position. The feedback torque gives the driver a sense of lateral guidance of the motor vehicle.

[0003] Furthermore, modern motor vehicles possess advanced features, such as advanced driver assistance systems (ADAS), through which the vehicle's path is independently controlled semi-autonomously or fully autonomously within a closed loop. For such vehicles, the driver has at least two options regarding how they can interact with the ADAS.

[0004] On the one hand, drivers can usually completely deactivate driver assistance systems, for example, by switching them on or off, by actuating the throttle pedal, or by applying torque to the steering wheel greater than a specified torque threshold, thus returning full control of the steering to the driver. However, this reduces driver comfort.

[0005] On the other hand, drivers can typically apply a desired steering wheel angle to temporarily "disable" the steering wheel's angular target, defined by the path-following function. Once the driver releases the steering wheel, the vehicle resumes following the external angle specification defined by the driver assistance system, thus maintaining path-following. This option of influencing the vehicle's lateral guidance without completely terminating it is often referred to as "cooperative closed-loop control." Driving comfort may be reduced due to the surface conditions of the road, such as when the road surface has potholes or bumps.

[0006] For example, a prior method known from DE 10 2010 045 162 A1 discloses a method for lateral guidance and a pothole assist device for a motor vehicle having an environmental sensor system and controllable steering in a closed loop. The environmental sensor system measures the road surface in front of the vehicle in the direction of travel. Based on the measurement data from the environmental sensor system, potholes present on the road surface are detected. An avoidance trajectory is determined to prevent the wheels from contacting the detected potholes. Based on the avoidance trajectory, a steering recommendation is determined to be applied to the electromechanical steering. However, this limits the selection of detectable irregularities in the surface because only potholes are detected. Furthermore, since only the avoidance trajectory is applied, the actual avoidance of the detected potholes depends on the function of the steering system.

[0007] US 10858001 B2 discloses a system for closed-loop control of a vehicle steering system. The system has at least one detection unit arranged on the vehicle and designed to predictively detect at least one surface condition of a surface segment located in front of the vehicle in the vehicle's direction of travel and subsequently driven over by the vehicle. A data processing unit is designed to generate actuation signals for closed-loop control of the actuators of the steering system while taking the surface conditions into account. However, the system cannot bypass individual road events such as bumps and potholes.

[0008] EP 2 196 379 A1 and EP 4 324 725 A1 only disclose methods for detecting irregularities in surfaces, without implementing specific avoidance measures.

[0009] Therefore, it is necessary to eliminate or at least reduce the disadvantages of known methods for operating motor vehicle assemblies, components, and motor vehicles. In particular, it is necessary to provide avoidance measures for different types of roughness. Summary of the Invention

[0010] The stated objective is achieved through the subject matter of the independent patent claims. Advantageous embodiments are described in the dependent patent claims and the following description. Each advantageous embodiment may represent an aspect of this disclosure individually or in (sub)combinations. Some features are interpreted in relation to methods, while others are interpreted in relation to assemblies or apparatuses. However, the corresponding aspects will be transferred to each other in a corresponding manner.

[0011] According to one aspect, some embodiments of this disclosure relate to a method for operating an assembly of a motor vehicle. The assembly has at least one electromechanical steering system, an environmental sensor, and a closed-loop control device coupled to the electromechanical steering system and the environmental sensor. The method includes at least the following steps: - Detect at least one road irregularity using environmental sensors, wherein the location of the road irregularity is matched with at least one expected wheel trajectory of the vehicle's wheels. - Based on detected road irregularities, a closed-loop control device determines the adaptive wheel trajectory of the vehicle's wheels, causing the adaptive wheel trajectory to deviate from the location of the road irregularity, and - The electromechanical steering system is controlled in a closed loop by a closed-loop control device, so that the vehicle wheels follow the corresponding adjusted wheel trajectory.

[0012] This method is based on the knowledge that not only potholes reduce driver comfort in motor vehicles, but more generally, different types of surface irregularities also reduce comfort. Therefore, environmental sensors capable of detecting different surface irregularities are used. If the location of a detected road irregularity matches one of the initially expected wheel trajectories, a wheel trajectory is determined accordingly to prevent interaction. To also effectively eliminate interaction, the electromechanical steering system is controlled in a closed loop accordingly. Thus, a method is provided that, compared to previous methods, offers a high level of driving comfort for multiple different types of road irregularities; furthermore, it provides specific measures to prevent interaction. In addition to improved driving comfort, the overall lifespan of components and the motor vehicle is extended because the vehicle is less affected by sudden external forces.

[0013] According to another aspect, some embodiments of this disclosure relate to an assembly for a motor vehicle. The assembly includes at least one electromechanical steering system, an environmental sensor, and a closed-loop control device coupled to the electromechanical steering system and the environmental sensor.

[0014] The environmental sensor is designed to: - Detect at least one road irregularity, wherein the location of the road irregularity matches at least one expected wheel trajectory of the vehicle wheel.

[0015] The closed-loop control device is designed as follows: - Based on detected road irregularities, determine the adaptive wheel trajectory of the vehicle's wheels, ensuring that the adaptive wheel trajectory deviates from the location of the road irregularity, and - Control the electromechanical steering system in a closed loop so that the vehicle wheels follow the corresponding adjusted wheel trajectory.

[0016] The advantages achieved by the method described in this article are also realized in a corresponding manner through the assembly.

[0017] The closed-loop control device can be designed as a dedicated closed-loop control device for the assembly.

[0018] In an alternative, the closed-loop control device can also be the closed-loop control device of the electromechanical steering system, and additionally implement the functions described herein. As a result, it can be ensured that multiple different closed-loop control devices are not required. Instead, the closed-loop control device of the electromechanical steering system can, for example, implement the functions of the methods described herein through software adaptation.

[0019] In addition, the motor vehicle optionally includes an advanced closed-loop driving control unit, which includes an advanced driver assistance system. Using the driver assistance system, a path-following function can be implemented. The path-following function controls the lateral guidance of the motor vehicle in a closed loop in a semi-autonomous or autonomous manner. The guidance of the motor vehicle is achieved in such a way that it reaches a destination predefined or autonomously determined by the driver. Typically, the path-following function utilizes environmental data and / or position data and / or vehicle data collected by the motor vehicle's environmental sensors and / or speed sensors and / or speed change sensors or via a position signal receiver. This enables the path-following function to, for example, steer the motor vehicle based on the road course and adjust the lateral guidance of the motor vehicle accordingly.

[0020] Therefore, based on the path following function, a target angle is generated for each closed-loop control interval. According to the target angle, the steering wheel of the motor vehicle will be controlled in the closed loop, so that the motor vehicle follows the expected vehicle trajectory determined by the path following function.

[0021] In an alternative, the target angle may also be related to the angle specification of the steerable vehicle wheels of the motor vehicle, which are expected to follow the angle specification according to the corresponding wheel trajectory, so that the motor vehicle as a whole follows the expected vehicle trajectory.

[0022] Closed-loop control units and advanced closed-loop driving control units can also be combined into a single closed-loop control unit, making motor vehicles particularly compact.

[0023] Environmental sensors may include at least one of cameras, radar, LiDAR, and infrared sensors. Specifically, environmental sensors are designed to detect the environment in which the vehicle is positioned relative to arranged objects, people, other vehicles, and road alignment. The environmental sensors transmit the collected environmental data to a closed-loop control unit.

[0024] Optionally, the closed-loop control device is designed to determine the road alignment in the vehicle's direction of movement based on environmental data received from environmental sensors. As a result, the closed-loop control device can optionally determine the vehicle's expected trajectory. In the case of the vehicle's expected trajectory, the closed-loop control device can also specifically consider the steering wheel angle and / or steering wheel speed relative to a reference position or value. As described below, the corresponding parameters of the steering wheel can be detected using a steering wheel sensor.

[0025] Alternatively or cumulatively, the closed-loop control unit can take into account the path-following function of advanced driver assistance systems. This means that the closed-loop control unit thus determines the direction and speed at which the motor vehicle is expected to move within a specified interval or distance.

[0026] In another alternative, the assembly's closed-loop control unit can also receive the expected vehicle trajectory from an advanced closed-loop driving control unit that includes driving assistance systems.

[0027] Ultimately, the closed-loop control unit is able to determine or receive the expected vehicle trajectory. Then, the vehicle's wheels follow the expected wheel trajectory, enabling the vehicle as a whole to follow the expected trajectory.

[0028] Electromechanical steering systems can be specifically understood as steer-by-wire (SbW) steering systems.

[0029] The electromechanical steering system of a motor vehicle should be understood here as the conventional electromechanical steering system of the motor vehicle, rather than auxiliary steering, which can only be achieved through closed-loop torque control of drive units and / or reduction gears associated with each vehicle wheel, and is therefore not TLC (three-level lateral control). In this context, the drive unit is understood as an electric motor that operates accordingly, each electric motor associated with at least one vehicle wheel and used to propel the motor vehicle, but (primarily) not for lateral guidance of the vehicle. Conversely, the drive unit of TLC is separate from the vehicle wheel actuators and their electric motors.

[0030] The electromechanical steering system has at least one wheel actuator coupled to at least one steerable vehicle wheel. Optionally, the wheel actuator may also be coupled simultaneously, at least indirectly, to multiple steerable vehicle wheels, for example, via a rack.

[0031] Alternatively or cumulatively, a motor vehicle may have multiple wheel actuators, each independently coupled to multiple steerable vehicle wheels. This increases the variability of the electromechanical steering system.

[0032] According to another alternative, the motor vehicle may also have separate, independent wheel actuators relative to at least some of its steerable wheels. Therefore, the respective steerable wheels can be controlled independently of the other steerable wheels in a closed loop to provide lateral guidance of the motor vehicle based on their individual wheel orientations. For example, this allows the individual steerable wheels to have different orientations, such as toe-in or toe-out positions relative to the toe-in position defined by the steering wheel angle. This means that the respective steerable wheels are intentionally deviated from the toe-in position that actually corresponds to the driver's steering input and / or the path-following function of the driver assistance system. This can be advantageous, for example, when the individual wheels of the motor vehicle have high longitudinal slip and / or slip angles due to ground conditions (such as during off-road driving).

[0033] In this context, toe-in or toe-out positions should be understood as meaning that the steering wheels of a steerable vehicle, relative to the wheel steering axis, present an orientation that intentionally deviates from the vehicle's toe-in position. Generally, toe-in and toe-out positions are defined only relative to the straight-ahead position of the steering wheels. In this context, the toe-in and toe-out positions explained here are intentional deviations of the steering wheels that also apply during steering. The vehicle's toe-in position corresponds to the orientation of the steering wheels corresponding to the steering input. The toe-in position indicates the direction the driver actually intends to steer the vehicle. Using the toe-in position, the steering wheels on the outside of a curve are intentionally deviated from this orientation, specifically corresponding to a steering angle greater than actually desired based on the steering input. Correspondingly, the steering wheels on the outside of a curve are also intentionally deviated from this orientation using the toe-out position, specifically corresponding to a steering angle less than actually desired based on the steering input. For example, if the toe-in position corresponding to the steering input indicates a straight-going orientation of the vehicle along its longitudinal axis, then the steerable vehicle wheels will rotate at least partially about the wheel steering axis of the respective vehicle wheel according to the toe-in or toe-out position, and will have an orientation deviating from the straight-going orientation. The toe-in and toe-out positions correspond to orientations on opposite sides of a reference direction defined by the toe-in position based on the steering input.

[0034] Alternatively, lateral guidance of a motor vehicle may be based at least in part on the driver’s steering input, which the driver achieves, for example, by using a steering wheel, to steer the motor vehicle in a particular direction.

[0035] As mentioned above, lateral guidance of motor vehicles can of course be alternatively or cumulatively based on a path following function, which is implemented by an advanced closed-loop driving control device within the framework of a driver assistance system.

[0036] Alternatively or cumulatively, further comfort features, such as lane keeping assist, can be achieved through path following functionality. Additional comfort features can also influence the lateral guidance of the vehicle, for example, to prevent the vehicle from unintentionally changing lanes.

[0037] The steering wheel actuator is designed to apply torque to the steering wheel at least indirectly, for example via the steering column coupled to the steering wheel. The torque provided by the steering wheel actuator is also used to provide torque feedback to the driver for lateral guidance of the vehicle.

[0038] Generally, steering wheel actuators have an electric motor to apply torque to the steering wheel. For example, the electric motor may have a winding configuration with three windings, i.e., a three-phase winding configuration. Alternatively, the electric motor may also have more windings.

[0039] The steering wheel sensor in the electromechanical steering system is designed to detect the steering wheel angle relative to a reference position (e.g., zero position, corresponding to straight-line orientation). Alternatively or cumulatively, the steering wheel sensor can also be designed to detect the steering wheel speed during rotation. The steering wheel sensor transmits the collected measurement data to the closed-loop control unit. The steering wheel sensor can be directly coupled to the steering wheel; however, alternatively, it can also be coupled to the steering column, since the steering column is rigidly coupled to the steering wheel, thus the rotation of the steering wheel is directly converted into the rotation of the steering column.

[0040] Wheel sensors in an electromechanical steering system are associated with at least one wheel of a motor vehicle and are designed to independently detect the rotational speed of the associated wheel in the circumferential direction (rolling direction). For example, based on the detected rotational speed, a closed-loop control unit can determine the longitudinal slip of each wheel. Wheel longitudinal slip refers to the deviation of the wheel's running surface from the road surface with which the wheel and which it has (or should have) frictional contact, depending on the wheel speed, where tangential forces counteract traction. Traction refers to the transmission of pulling force across the road surface used to propel the motor vehicle. For example, depending on the road surface conditions and tire type, some degree of wheel longitudinal slip always occurs during the propulsion of a motor vehicle. However, if wheel longitudinal slip becomes too large, the motor vehicle will no longer be able to be guided precisely, or even guided insufficiently, i.e., only the insufficient lateral force required for the lateral guidance of the vehicle can be transmitted, according to steering input measurements from the steering wheel.

[0041] By determining the longitudinal slip of each wheel, the vehicle state can be accurately characterized by a closed-loop control system. For example, a vehicle can also be characterized based on its speed variation at specific points in time. Additionally or alternatively, the electromechanical steering system can have rack sensors designed to detect rack forces acting on a rack to which the steerable vehicle wheels are coupled via wheel actuators. The closed-loop control then considers these parameters (e.g., longitudinal slip of each wheel and rack forces) when determining the relevant feedback torque to be applied to the steering wheel by the steering wheel actuators, in order to provide the driver with a sense of lateral guidance for the vehicle.

[0042] Of course, road irregularities that do not match the expected wheel trajectory of the vehicle can also be detected by environmental sensors. This means that the corresponding road irregularity has a location such that it will not interact (contact) with at least one of the expected wheel trajectories of the vehicle, at least when the vehicle is following the expected wheel trajectory. Therefore, the method only addresses such road irregularities, and the closed-loop control device can assume that such road irregularities interact with at least one of the expected wheel trajectories of the vehicle, assuming the vehicle is following the expected wheel trajectory. If such a corresponding road irregularity is detected, and interaction cannot be ruled out for that corresponding road irregularity, a wheel trajectory adjusted according to the method is determined to prevent interaction. In this respect, the adjusted wheel trajectory has a direction that does not intersect with the location of the corresponding road irregularity. The adjusted wheel trajectory deviates from the location of the detected road irregularity. Therefore, interaction between the road irregularity and the vehicle's wheels can be ruled out. As long as the vehicle follows the adjusted wheel trajectory, the application of forces to the vehicle due to the road irregularity can be prevented.

[0043] In some embodiments, road irregularities may include at least one of bumps, potholes, curbs, objects arranged on the road, etc. The road irregularity may have a negative or positive height profile surrounding the road portion. In this respect, a road irregularity is a structure that causes a sudden force to be applied to a motor vehicle when its wheels pass over it. Crucially, the force is caused by the height profile of the road irregularity.

[0044] Preferably, the closed-loop control device takes into account the range or size of detected road irregularities when determining the adaptive wheel trajectories. This means that the adaptive wheel trajectories are determined by the closed-loop control device such that they not only deviate from the center of the road irregularity, but also, where possible, are arranged to extend beyond the outer dimensions of the road irregularity. Therefore, interaction between the vehicle wheels and the road irregularities can be completely prevented.

[0045] Optionally, the closed-loop control device takes into account the tolerance distance between the wheel trajectory and road unevenness. Therefore, the possibility of interaction can be minimized.

[0046] If, due to the size of the road irregularity or further constraints (such as road dimensions), it is impossible to eliminate interaction with the road irregularity by determining an adaptive wheel trajectory through a closed-loop control device, then it is preferable to reduce or minimize interaction with the detected road irregularity by determining an adaptive wheel trajectory through a closed-loop control device. Therefore, in this case, the effect on the motor vehicle is kept as low as possible.

[0047] In some embodiments, the closed-loop control device determines at least one adaptive wheel angle pattern for at least one vehicle wheel of the motor vehicle, such that the vehicle wheel follows a corresponding adaptive wheel trajectory. As a result, the closed-loop control device can determine changes in the orientation of the steerable vehicle wheels (e.g., due to rotation of the steerable vehicle wheels about the wheel steering axis), thereby guiding the vehicle as a whole so that the vehicle wheels follow the adaptive wheel trajectory. Because the direct mechanical coupling between the steering wheel and the steerable vehicle wheels is eliminated in this electromechanical steering system, it is possible to ensure that the vehicle is guided according to an adaptive wheel trajectory isolated from the adaptive wheel angle pattern. In this case, for example, it is not necessary to guide the steering wheel in an adaptive manner so that the vehicle follows the adaptive wheel trajectory.

[0048] Of course, the closed-loop control device can also determine the wheel angle adjustment mode for each wheel of the motor vehicle. Therefore, it improves the lateral guidance accuracy of the motor vehicle, thereby guiding the motor vehicle so that the wheels follow the adjusted wheel trajectory.

[0049] Preferably, the electromechanical steering system has at least one wheel actuator coupled to at least one steerable vehicle wheel. The closed-loop control device outputs an actuation signal to the wheel actuator in such a way that at least one steerable vehicle wheel of the motor vehicle is steered to follow the adjusted wheel angle pattern. This ensures that the motor vehicle is also actually guided according to the adjusted wheel trajectory.

[0050] Since the wheels of a motor vehicle maintain a fixed distance from the wheels of other vehicles, determining a single wheel angle adjustment pattern is sufficient. The remaining wheel angle adjustment patterns are derived from the fixed distances between the individual vehicle wheels. Therefore, the complexity of closed-loop control is reduced.

[0051] In some embodiments, the closed-loop control device determines at least one adaptive steering wheel angle pattern for at least one steering wheel of the motor vehicle in such a way that the adaptive steering wheel angle pattern is configured to correspond to the adaptive wheel trajectory. This allows the steering wheel to be guided in a manner that reflects the steering wheel angle and steering wheel speed configuration, according to which the motor vehicle is guided such that the vehicle wheels follow the adaptive wheel trajectory. Although the electromechanical steering system can in principle achieve decoupling between steering wheel guidance and vehicle wheel guidance, this embodiment provides a more consistent feel for the driver of the motor vehicle because the steering wheel can be guided in a manner corresponding to the adaptive wheel trajectory. The electromechanical steering system has at least one steering wheel actuator coupled to the steering wheel. The closed-loop control device outputs an actuation signal to the steering wheel actuator in such a way that the steering wheel is turned to follow the adaptive steering wheel angle pattern. Therefore, it is ensured that the steering wheel actuator applies torque to the steering wheel in such a way that the steering wheel angle and / or steering wheel speed reflect the direction of the adaptive wheel trajectory. In this way, consistent lateral guidance of the motor vehicle can be achieved.

[0052] Preferably, the steering wheel is steered by a closed-loop control device according to a cooperative closed-loop control mode, because the driver of the motor vehicle can apply additional driver torque to the steering wheel. This means that the electromechanical steering system is designed to allow the steering wheel to be used according to cooperative closed-loop control. In cooperative closed-loop control mode, the torque for lateral guidance of the vehicle is applied to the steering wheel by the steering wheel actuator of the electromechanical steering system. The lateral guidance of the vehicle follows the path-following function of the driver assistance system. However, in addition, in cooperative closed-loop control mode, the driver of the motor vehicle can also apply manual driver torque to the steering wheel. The steering wheel, based on the driver assistance system and manual driver input, has a composite steering wheel angle and a composite steering wheel speed. In this closed-loop control mode, the composite steering wheel angle and / or composite steering wheel speed are detected. The detected parameters are then used as manipulation variables for the wheel actuators to orient the steerable wheels of the motor vehicle. This means that the steering wheel has two different torque application mechanisms, so the driver can use driver torque to deviate from the expected vehicle trajectory specified by the driver assistance system.

[0053] Preferably, the assembly and electromechanical steering system can be designed such that, during cooperative closed-loop control mode, autonomously applying torque to the steering wheel has a higher priority than manually applying driver torque, in order to execute the method. In this respect, by having the steering wheel actuator control the steering wheel accordingly in the closed loop based on the actuation signal it receives from the closed-loop control device, torque can be applied to the steering wheel in a manner that reduces or minimizes the additional manual application of driver torque.

[0054] In an alternative approach, additional manual application of driver torque can also be prevented, as the torque applied to the steering wheel by the steering wheel actuator is so high that additional driver torque can be ignored. In other words, in cooperative closed-loop control mode, autonomous application of torque to the steering wheel enables primary control of the steering wheel position. Therefore, it can be ensured that the vehicle is actually guided in a manner where the vehicle wheels follow the adaptive wheel trajectory. For example, it can also prevent situations where the driver applies driver torque to counteract the adaptive wheel trajectory, which would cause the vehicle wheels to be guided in a manner that interacts with detected road irregularities.

[0055] Due to the additional driver torque, the steering wheel angle may deviate from the target angle of the path-following function. In this case, a difference arises between the actual steering wheel angle and the target angle. In this context, the closed-loop control can optionally return the steering wheel to the target angle via the steering wheel actuator, as soon as the driver stops applying additional driver torque to the steering wheel. As a result, a defined transition of cooperative closed-loop control is created when manual actuation of the steering wheel is terminated. Therefore, the transition between the configuration of simultaneous manual and autonomous closed-loop control of the steering wheel and the configuration of fully autonomous closed-loop control of the steering wheel is smooth and seamless. This prevents abrupt changes in the lateral guidance of the vehicle, thereby improving driver comfort.

[0056] Optionally, when determining the adaptive wheel trajectory via a closed-loop control device, at least environmental data related to the driving situation from environmental sensors is considered. The environmental data related to the driving situation preferably involves at least one free space usable by the motor vehicle in the detected road irregularities; other road users, who may have the same or other driving directions, such as opposite directions; and drivable areas on the road. This means that the closed-loop control device evaluates the environmental data in such a way that the road is assessed based on the permissible usable road surface when determining the adaptive wheel trajectory. Of course, the adaptive wheel trajectory is determined in a manner that prevents interaction with other road users.

[0057] Preferably, when determining the adaptive wheel trajectory, tolerance distances to other road users and / or road boundaries are provided. This allows for the prevention of unwanted paths.

[0058] In some embodiments, the closed-loop control device outputs at least one notification to the driver of the motor vehicle via at least one user interface regarding the adjustment of wheel trajectories. Ultimately, this results in the driver of the motor vehicle being informed about the impact of the closed-loop control device on the vehicle's normal guidance. Therefore, the information content for the driver of the motor vehicle is increased, and they are not surprised when the closed-loop control device initiates autonomous adjustment of the vehicle's wheel guidance and / or the vehicle's steering wheel guidance.

[0059] Preferably, the notification output is deactivated. For example, this can be done via a user interface in response to user input. This allows the driver of the motor vehicle to continue focusing on the road.

[0060] According to a further aspect, this disclosure also relates to a computer program product comprising commands that, when the program is run on a computer, cause the computer to perform the methods described herein. The advantages achieved by the methods described herein are also achieved through this computer program product in a corresponding manner.

[0061] According to an additional aspect, this disclosure also relates to a computer-readable storage medium comprising commands that, when a program is run on a computer, cause the computer to perform the methods described herein. The advantages achieved by the methods described herein are also achieved through this computer-readable storage medium in a corresponding manner.

[0062] According to further aspects, some embodiments of this disclosure relate to a motor vehicle having an assembly as described herein or an assembly operable according to the methods described herein.

[0063] The advantages achieved by the method described herein are also achieved by the motor vehicle in a corresponding manner.

[0064] Within the meaning of this disclosure, motor vehicles can specifically include land vehicles, namely, particularly off-road vehicles and road vehicles, such as passenger cars, buses, trucks, and other multi-purpose vehicles. Motor vehicles can carry passengers or be driverless. Motor vehicles are at least partially electrically propelled, i.e., they have an electric motor for propulsion. Additionally, motor vehicles may optionally have an internal combustion engine.

[0065] All features explained in terms of different aspects can be combined independently or in combination with other aspects (sub-elements). Attached Figure Description

[0066] The present disclosure and its further advantageous embodiments and developments will now be described and explained in more detail with reference to the examples illustrated in the accompanying drawings. In the drawings: - Figure 1 A simplified schematic diagram of a motor vehicle having an assembly according to one embodiment is shown, and - Figure 2 A simplified schematic diagram of a method for operating an assembly of a motor vehicle according to one embodiment is shown. Detailed Implementation

[0067] The following detailed description, taken in conjunction with the accompanying drawings (where like numerals refer to like elements), is intended to describe different embodiments of the disclosed subject matter and is not intended to represent individual embodiments. Each embodiment described in this disclosure is provided by way of example or illustration only and should not be construed as preferred or advantageous over other embodiments. The illustrative examples contained herein do not claim completeness, nor do they limit the claimed subject matter to the particular form of the disclosure. Various modifications to the described embodiments will be apparent to those skilled in the art, 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. Therefore, the described embodiments are not limited to the embodiments shown, but rather represent the greatest possible areas of application in combination with the principles and features disclosed herein.

[0068] All features disclosed below with reference to exemplary embodiments and / or drawings may be combined individually or in any sub-combination with features of various aspects of this disclosure (including features of preferred embodiments), provided that the combined combination of features is meaningful to those skilled in the art.

[0069] For the purposes of this disclosure, the term "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), including all further possible combinations when more than three elements are listed. In other words, the term "at least one of A and B" generally means "A and / or B," i.e., "A" alone, "B" alone, or "A and B."

[0070] Figure 1 A simplified schematic diagram of a motor vehicle 10 having an assembly 12 according to one embodiment is shown. The assembly 12 includes an electromechanical steering system 14 and a closed-loop control device 16 of the motor vehicle 10, as well as at least one environmental sensor 18.

[0071] The environmental sensor 18 is designed to collect environmental data about the environment of the motor vehicle 10. For this purpose, the environmental sensor 18 includes at least one of a camera, radar, LiDAR, and infrared sensor. Using the environmental sensor 18, environmental data regarding road direction, road users, objects, and road irregularities can be collected. The environmental sensor 18 transmits the corresponding collected environmental data to the closed-loop control unit 16 of the assembly 12.

[0072] According to this embodiment, the motor vehicle 10 also includes an advanced closed-loop driving control device 20. According to this embodiment, the advanced closed-loop driving control device 20 is used to implement an algorithm with path-following functionality 22 within the framework of a driving assistance system. This means that, based on the destination to be reached by the motor vehicle 10, the algorithm with path-following functionality 22 establishes a vehicle trajectory 24 for the motor vehicle 10, for example, according to the road direction, the motor vehicle 10 will be turned according to that road direction. The road direction can be determined based on environmental data of the motor vehicle 10 collected by environmental sensors 18. As a result, the algorithm with path-following functionality 22 establishes a target angle for the steering wheel 26 of the electromechanical steering system 14. Therefore, the steering wheel 26 will be deflected from a reference position according to the target angle, thereby ensuring the desired lateral guidance of the motor vehicle 10, i.e., matching the actual trajectory of the motor vehicle 10 with the correspondingly determined vehicle trajectory 24.

[0073] The motor vehicle 10 also includes steerable vehicle wheels 28 as part of an electromechanical steering system 14. According to this embodiment, the steerable vehicle wheels 28 are coupled to a common rack 30. The common rack 30 can be moved out of a reference position (e.g., zero position), which results in steering motion of the steerable vehicle wheels 28. This allows the steerable vehicle wheels 28 to be deflected (e.g., starting from a straight-ahead orientation of the motor vehicle 10), causing the motor vehicle 10 to turn.

[0074] In an alternative, the target angle determined by an algorithm with path-following capabilities may be related to the wheel angle to be taken by the steerable vehicle wheel 28, and this wheel angle must be ensured so that the actual trajectory of the motor vehicle 10 matches the correspondingly determined vehicle trajectory 24.

[0075] To move the rack 30, the electromechanical steering system 14 according to this embodiment has a single wheel actuator 32, which in this case can collectively influence the orientation of the two steerable vehicle wheels 28 (front wheels) of the motor vehicle 10. In this example, the wheel actuator 32 is coupled to the rack 30. Alternatively, the wheel actuator 32 may also be coupled to the steerable vehicle wheels 28 in another manner to be able to influence their orientation.

[0076] In an alternative, multiple wheel actuators 32 may be provided, each independently coupled to a steerable vehicle wheel 28. This has the advantage that the vehicle wheels 28 do not move together, and therefore can be oriented independently. For example, for a specific driving situation (off-road driving), each vehicle wheel 28 can take a dedicated off-road position. In this case, a deviation from the track position means that the vehicle wheels 28 are not oriented according to a nominal track position defined by the steering wheel angle of the steering wheel 26.

[0077] Even if this is Figure 1 Not shown in the embodiments, but the motor vehicle 10, assembly 12 and electromechanical steering system 14 may naturally also have further steerable vehicle wheels 28 (e.g., rear wheels) coupled to additional common wheel actuators or separate wheel actuators 32.

[0078] Each wheel actuator 32 has an electric motor 34. The electric motor 34 has at least one winding assembly comprising a set of windings. Each winding assembly is designed such that when a power signal such as a phase voltage is applied, a phase current is generated in the winding itself, which can be used to drive the rotor of the electric motor 34. The rotor can then be coupled to a corresponding component (e.g., rack 30) of the electromechanical steering system 14, thereby enabling the steerable vehicle wheel 28 to move.

[0079] Typically, the electric motor 34 may also have more than one winding device.

[0080] Typically, each winding assembly is three-phase, making the electric motor 34 generally at least three-phase, and optionally six-phase or nine-phase.

[0081] If there are multiple winding devices, each winding device allows the rotor of the electric motor 34 to move independently of the other winding devices. This means that the winding devices are separate from each other.

[0082] The electromechanical steering system 14 also includes wheel sensors 36, such as speed sensors, based on which the rotational speed of the vehicle wheels 28 in the circumferential direction (rolling direction) can be independently detected. For example, based on the detected rotational speed, individual wheel slip can be determined, which allows the motor vehicle 10 to be characterized according to driving conditions. Typically, one wheel sensor 36 is associated with each vehicle wheel 28.

[0083] Using the steering wheel 26, the driver of the motor vehicle 10 can input the steering of the motor vehicle 10 according to conventional methods, so as to steer the motor vehicle 10 in a desired direction, such as along the vehicle trajectory 24.

[0084] The steering wheel 26 is at least indirectly coupled to the steering column 38 of the electromechanical steering system 14. The steering column 38 defines an axis of rotation about which the steering wheel 26 can rotate.

[0085] According to this embodiment, the steering wheel actuator 40 of the electromechanical steering system 14 is at least indirectly coupled to the steering wheel 26 via the steering column 38. The steering wheel actuator 40 has another electric motor 42. The electric motor 42 of the steering wheel actuator 40 also includes at least one winding assembly. Each winding assembly of the electric motor 42 is three-phase and is designed to drive the rotor of the electric motor 42. Therefore, the electric motor 42 can provide torque at the steering wheel 26 of the motor vehicle 10, such as driver feedback torque, to give the driver a sense of lateral guidance of the motor vehicle 10, or to autonomously or semi-autonomously ensure lateral guidance according to the vehicle trajectory 24.

[0086] Using the electromechanical steering system 14, a feedback torque can be applied to the steering wheel 26 to give the driver of the motor vehicle 10 a sense of lateral guidance of the motor vehicle 10. The feedback torque can be determined by the closed-loop control device 16, and specifically based on determined individual wheel slip and / or rack force acting on the rack 30. Individual wheel slip can be determined using wheel sensors 36.

[0087] The electromechanical steering system 14 also has at least one steering wheel sensor 44, which is coupled at least indirectly to the steering wheel 26, for example, via the steering column 38. Each steering wheel sensor 44 is designed to detect the driver's steering input independently of the other steering wheel sensors 44, based on the steering wheel angle (rotation angle) and / or based on the steering wheel speed of the steering wheel 26 compared to a reference position or reference value.

[0088] The steering wheel sensor 44 is shown here as coupled to the steering column 38, since the steering wheel 26 is rigidly coupled to the steering column 38, and therefore the rotation of the steering wheel 26 is directly converted into the rotation of the steering column 38.

[0089] Typically, the steering wheel sensor 44 can also be coupled to the steering wheel 26 itself (e.g., to the basic components of the steering wheel 26), rather than to the steering column 38. In this case, the steering wheel sensor 44 can directly detect the rotation of the steering wheel 26 itself.

[0090] The closed-loop control device 16 of assembly 12 includes a data processing device 46. According to this embodiment, the closed-loop control device 16 of assembly 12 is also designed as the closed-loop control device 16 of the electromechanical steering system 14. This means that the closed-loop control device 16 undertakes the traditional closed-loop control functions of the electromechanical steering system 14. Therefore, the integration level of assembly 12 is very high.

[0091] According to this embodiment, the closed-loop control device 16 is at least coupled to the advanced closed-loop driving control device 20, the wheel actuator 32, the wheel sensor 36, the steering wheel actuator 40, and the steering wheel sensor 44.

[0092] According to this embodiment, the closed-loop control device 16 runs an algorithm for closed-loop control of the steerable vehicle wheels 28 and an algorithm for setting appropriate feedback torque at the steering wheel 26. These algorithms can be combined into a single algorithm.

[0093] Overall, the electromechanical steering system 14 is designed for cooperative closed-loop control of the steering wheel 26. This means that the closed-loop control device 16 can output a corresponding actuation signal to the steering wheel actuator 40 to apply torque to the steering wheel 26 autonomously or semi-autonomously. Simultaneously, the steering wheel 26 is released; however, the driver can apply additional driver torque to the steering wheel 26, except under specific operating conditions. Both the torque applied by the steering wheel actuator 40 and the driver torque applied by the driver result in the steering wheel angle setting of the steering wheel 26.

[0094] The steering wheel angle and / or steering wheel speed are detected by a steering wheel sensor 44, which is used by a closed-loop control unit 16 to control the steerable vehicle wheels 28 based on the detected parameters. The closed-loop control unit 16 outputs a corresponding actuation signal to a wheel actuator 32, which provides torque for orienting the steerable vehicle wheels 28. The torque output by the wheel actuator 32 can act on, for example, a rack 30, which ultimately results in the orientation of the steerable vehicle wheels 28.

[0095] In an alternative to associating one wheel actuator 32 with each steerable vehicle wheel 28, the corresponding actuation signal is transmitted from the closed-loop control unit 16 to each wheel actuator 32.

[0096] Furthermore, the motor vehicle 10 according to this embodiment has at least one position signal receiver 48 and a speed and speed change sensor 50, which are also coupled to the closed-loop control device 16.

[0097] The position signal receiver 48 can receive position signals from the Global Navigation Satellite System, allowing the closed-loop control device 16 to determine the position of the vehicle 10 based on the received position signals. For example, the speed of the vehicle 10 can also be indirectly determined from its position. The position of the vehicle 10 can be taken into account when determining the corresponding vehicle trajectory 24 and / or wheel trajectory 52 (see below).

[0098] Using the speed and speed change sensor 50, the vehicle speed and / or speed change value of the motor vehicle 10 can be accurately detected along three mutually orthogonal directions, and the vehicle speed and / or speed change value is transmitted to the closed-loop control device 16. As a result, at the corresponding time points of the closed-loop control, the driving situation of the motor vehicle 10 can be accurately characterized by the closed-loop control device 16.

[0099] Optionally, the closed-loop control device 16 can therefore take into account further parameters of the motor vehicle 10, such as vehicle speed or speed variation, when outputting actuation signals to the wheel actuator 32. Of course, these values ​​can also be taken into account within the framework of closed-loop control of the torque applied to the steering wheel 26 by the steering wheel actuator 40.

[0100] Furthermore, within the algorithm framework with path following function 22, the determined vehicle parameters indirectly detected by position signal receiver 48 and speed and speed change sensor 50 can be considered by advanced closed-loop driving control device 20.

[0101] The electromechanical steering system 14 can naturally have multiple components of the same type and typically have the same function (e.g., multiple steering wheel sensors 44) to ensure redundancy.

[0102] In principle, within the algorithm framework with path following function 22, the advanced closed-loop driving control device 20 determines the vehicle trajectory 24 and guides the motor vehicle 10 according to this trajectory to reach the predetermined destination. As mentioned above, environmental data collected by environmental sensors 18 is also considered when determining the vehicle trajectory 24. The corresponding wheel trajectory 52 corresponds to the vehicle trajectory 24. Although the reference point of the motor vehicle 10 (e.g., center point or center of gravity) will therefore move according to the vehicle trajectory 24, the vehicle wheels 28 of the motor vehicle 10 follow the expected wheel trajectory 52 determined by the advanced closed-loop driving control device 20. If the advanced closed-loop driving control device 20 undertakes the determination of the vehicle trajectory 24 and the expected wheel trajectory 52, the vehicle trajectory 24 and the expected wheel trajectory 52 are transmitted to the closed-loop control device 16.

[0103] In the cooperative closed-loop control mode (where the advanced closed-loop driving control device 20 does not implement lateral guidance of the vehicle 10, or where the driver can influence the lateral guidance of the vehicle 10 based on additional driver torque applied to the steering wheel 26), the vehicle trajectory 24 is also defined by driver input using the steering wheel 26. In this case, the closed-loop control device 16 determines the vehicle trajectory 24 and the expected wheel trajectory 52 while taking into account the driver input at the steering wheel 26. As a result, the closed-loop control device 16 can determine the future orientation of the vehicle 10 and its wheels 28.

[0104] Then, the environmental sensor 18 can, in principle, detect road irregularities 54. Using the environmental data collected by the environmental sensor 18, the closed-loop control device 16 can specifically determine the location, elevation profile, and extent of road irregularities 54A, 54B. Road irregularities 54 can specifically include bumps and / or potholes and / or objects.

[0105] In this configuration, the closed-loop control device 16 can determine the location of at least one road irregularity 54A such that it at least partially matches (coincides with) the expected wheel trajectory 52 of the vehicle wheels 28 of the motor vehicle 10. If the direction of movement of the motor vehicle 10 is not corrected, an interaction (force action) will occur between the detected road irregularity 54A and the motor vehicle 10.

[0106] Other detected road irregularities 54B were identified as causing their positions to not match the expected wheel trajectory 52 of the vehicle wheels 28 of the motor vehicle 10, thus eliminating their impact on the motor vehicle 10.

[0107] The closed-loop control unit 16 is then designed to determine adaptive wheel tracks 56, which are aligned and oriented such that they do not match the positions of the corresponding detected road irregularities 54. Because the closed-loop control unit 16 additionally considers all detected road irregularities 54, it can generally orient and position the adaptive wheel tracks 56 in a manner that prevents interaction with any detected road irregularity 54.

[0108] Based on the adjusted wheel trajectory 56, the adjusted vehicle trajectory 58 is also defined, since the vehicle wheels 28 are arranged on the motor vehicle 10 in a defined manner.

[0109] Even when the closed-loop control unit 16 is shown separately from the advanced closed-loop driving control unit 20, the corresponding functions can optionally be combined into a single closed-loop control unit. Therefore, the complexity of the motor vehicle 10 is reduced.

[0110] Furthermore, the assembly 12 according to this embodiment also includes a user interface 60 through which notifications can be output to the driver of the motor vehicle 10, and on which the driver can perform user input. For example, the driver can specify a destination through the user interface 60, which is taken into account by an algorithm having a route-following function 22.

[0111] Figure 2 A simplified schematic diagram of a method 70 for operating an assembly 12 of a motor vehicle 10 according to one embodiment is shown. Optional steps are shown as dashed lines.

[0112] In an optional step S1 of method 70, environmental data of the environment of the motor vehicle 10 is collected by environmental sensor 18. The collected environmental data is transmitted to closed-loop control device 16, and optionally, also to advanced closed-loop driving control device 20.

[0113] In a subsequent optional step S2 of method 70, the expected vehicle trajectory 24 and the expected wheel trajectory 52 of the vehicle wheels 28 of the motor vehicle 10 are determined. Depending on the design of the motor vehicle 10, optional step S2 of this method can be performed by either the closed-loop control device 16 or the advanced closed-loop driving control device 20. Whenever the advanced closed-loop driving control device 20 performs optional step S2, the advanced closed-loop driving control device 20 transmits the corresponding expected vehicle trajectory 24 and expected wheel trajectory 52 to the closed-loop control device 16.

[0114] When determining the expected vehicle trajectory 24 and the expected wheel trajectory 52, the destination to be reached may optionally be considered. The expected vehicle trajectory 24 may be determined using an algorithm with path-following function 22. The expected wheel trajectory 52 is generated because the vehicle wheels 28 of the motor vehicle 10 are rigidly arranged on the motor vehicle 10.

[0115] Optionally, in step S2, environmental data collected by environmental sensor 18 may also be considered. For example, when determining the expected vehicle trajectory 24, road boundaries and / or lanes and / or road users and / or objects may be considered.

[0116] Method 70 then includes step S3, in which road irregularities 54 are detected using environmental sensors 18, these road irregularities having a location that matches at least one expected wheel trajectory 52. ​​Step S3 can be further developed using an optional step S4, since the location and / or height profile and / or detected range of the detected road irregularities 54 are compared with the expected wheel trajectory 52. ​​Preferably, this comparison is performed by a closed-loop control device 16.

[0117] As a result, the closed-loop control device 16 can determine the road irregularity 54A, the location and extent of which make it impossible to rule out the interaction with the expected wheel trajectory 52.

[0118] If such a road irregularity 54A is detected in step S3, method 70 proceeds to a subsequent step S5, in which the closed-loop control device 16 determines an adapted wheel trajectory 56, which is oriented and positioned such that it does not match the detected road irregularity 54A, but rather deviates from it. In other words, the adapted wheel trajectory 56 provides guidance for the motor vehicle 10 to eliminate interaction with the corresponding detected road irregularity 54A. The adapted wheel trajectories 56 are configured such that their corresponding directions match the corresponding directions of the initially intended wheel trajectory 52 again after at least a certain period of time.

[0119] Step S5 can optionally be further developed via step S6, because when determining the adjusted wheel trajectory 56, the closed-loop control device 16 considers environmental data related to the driving situation collected by the environmental sensors 18. The environmental data related to the driving situation specifically relates to other road users and / or objects and / or road boundaries and / or lanes. This means that the adjusted wheel trajectory 56 is determined by the closed-loop control device 16 in a manner that prevents interaction with other objects and / or road users. Of course, the adjusted wheel trajectory 56 is also configured so that the motor vehicle 10 does not leave the intended lane.

[0120] If, in step S5, the adaptive wheel trajectory 56 cannot be determined in a manner that eliminates the interaction with the corresponding detected road irregularity 54A, then the closed-loop control device 16 can determine the adaptive wheel trajectory 56 in a manner that at least reduces or minimizes the interaction with the detected road irregularity 54A. Therefore, the impact of the detected road irregularity 54A on the motor vehicle 10 can be minimized.

[0121] According to the subsequent step S7 of method 70, the electromechanical steering system 14 is then controlled in a closed loop by the closed-loop control device 16 in such a way that the vehicle wheels 28 follow the corresponding adapted wheel trajectory 56. This means that the closed-loop control device 16 outputs at least a corresponding actuation signal to the electromechanical steering system 14 to ensure the desired lateral guidance of the motor vehicle 10. As long as the closed-loop control device 16 also serves as the closed-loop control device for the electromechanical steering system 14, the closed-loop control device 16 itself can also output corresponding actuation signals to the components of the electromechanical steering system 14.

[0122] Step S7 of method 70 can be further developed in a variety of ways.

[0123] For example, step S7 can be further developed using optional step S8, such that the closed-loop control device 16 determines at least one adaptive wheel angle pattern for at least one vehicle wheel 28 of the motor vehicle 10 in such a way that the vehicle wheel 28 follows a corresponding adaptive wheel trajectory 56. This means that the closed-loop control device 16 determines how the vehicle wheel 28 of the motor vehicle will be oriented so that the vehicle wheel 28 follows the adaptive wheel trajectory 56. Finally, the degree to which the vehicle wheel 28 will rotate about the corresponding wheel steering axis is determined, thereby defining the adaptive wheel angle pattern. Obviously, the adaptive wheel angle pattern deviates from the wheel angle pattern corresponding to the (initially) expected wheel trajectory 52.

[0124] As a further optional embodiment, step S8 can be further developed by optional step S9, in which the closed-loop control device 16 outputs at least one actuation signal to the wheel actuator 32 in such a way that at least one steerable vehicle wheel 28 of the motor vehicle 10 is steered to follow an adaptive wheel angle pattern. Therefore, it is ensured that the wheel actuator 32 adjusts the orientation of the steerable vehicle wheel 28 accordingly, such that the vehicle wheel 28 experiences changes in wheel angle in a manner corresponding to the adjusted wheel trajectory 56.

[0125] Step S7 can also be alternatively or cumulatively further developed by optional step S10, in which at least one adaptive steering wheel angle pattern of the steering wheel 26 of the motor vehicle 10 is determined by the closed-loop control device 16 in such a way that the adaptive steering wheel angle pattern is formed to correspond to the adaptive wheel trajectory 56. Although the electromechanical steering system 14 can in principle decouple the steering wheel 26 from the steerable vehicle wheels 28, the resulting possibility is that the components of the electromechanical steering system 14 behave accordingly in a way that corresponds to each other. As a result, the driver of the motor vehicle 10 is not surprised by lateral guidance measures that are only related to the vehicle wheels 28. However, since the adaptive steering wheel angle pattern is formed to correspond to the adaptive wheel trajectory 56, the deviation is formed to correspond to the (originally) expected steering wheel angle pattern corresponding to the (originally) expected wheel trajectory 52.

[0126] Preferably, optional step S11 is used to further develop optional step S10, because the closed-loop control device 16 outputs an actuation signal to the steering wheel actuator 40 in such a way that the steering wheel 26 is turned to follow the adjusted steering wheel angle pattern. Therefore, it is ensured that the steering wheel 26 is also actually turned according to the adjusted wheel trajectory 56.

[0127] Optionally, method 70 may include step S12. In this case, the steering wheel 26 is steered via the closed-loop control device 16 according to the cooperative closed-loop control mode. This means that the steering wheel 26 can be rotated by the steering wheel actuator 40 based on the actuation signal of the closed-loop control device 16, although driver torque can also be additionally applied to the steering wheel 26 by the driver of the vehicle 10. Therefore, the application of driver torque is not suppressed. This results in the driver of the vehicle 10 being able to influence the lateral guidance of the vehicle 10 regardless of method 70. As a result, the steering wheel angle pattern deviates from the adjusted steering wheel angle pattern from optional step S10.

[0128] Steering wheel sensor 44 is used to detect steering wheel angle and / or steering wheel speed and transmits the detected measurements to closed-loop control unit 16. Closed-loop control unit 16 then outputs a corresponding actuation signal to wheel actuator 32, which orients the steerable vehicle wheels 28 of the motor vehicle 10 accordingly. This allows the motor vehicle 10 to be moved such that the vehicle wheels 28 do not follow the adaptive wheel trajectory 56. However, additional degrees of freedom are created because the driver can avoid road irregularities 54 based on their own steering input. In optional step S12, torque can be applied to steering wheel 26 via steering wheel actuator 40 in such a way that the driver is driven at least in the direction of steering wheel angle and / or steering wheel speed, which has a direction shaped to correspond to the adaptive wheel trajectory 56.

[0129] If the steering wheel 26 is controlled in a closed loop according to the cooperative closed-loop control mode, and the driver of the motor vehicle 10 applies driver torque to the steering wheel 26, the steering wheel 26 can be controlled in a closed loop by the closed-loop control device 16 in such a way that the steering wheel angle and / or steering wheel speed are again shaped such that they correspond to the adjusted wheel trajectory 56 when the driver stops applying additional driver torque to the steering wheel 26. This means that the driver can use driver torque to control the steering wheel 26 in a closed loop in a manner that deviates from the adjusted wheel trajectory 56. However, as soon as the driver terminates or reduces actuation, the steering wheel 26 returns in the direction of the thus defined steering wheel angle and / or thus defined steering wheel speed according to the adjusted wheel trajectory 56. Therefore, on the one hand, the driver can seamlessly transition between the cooperative closed-loop control mode of the steering wheel 26, and on the other hand, the autonomous closed-loop control based on the closed-loop control mode 16 and / or based on the advanced closed-loop driving control device 20 can also be seamlessly transitioned.

[0130] Step S7 can also be further developed via optional step S13 of method 70, in which the closed-loop control device 16 initiates the output of a notification to the driver of the motor vehicle 10, provided that the adjusted wheel trajectory 56 has been determined by the closed-loop control device 6. Therefore, the driver of the motor vehicle 10 can be notified via method 70 regarding the impact on the lateral guidance of the motor vehicle 10. For example, a user interface 60 can be used to output the notification.

[0131] As an optional development, the output of the notification can also be prevented by using appropriate user input. User input can also be performed, for example, through user interface 60.

[0132] In general, an assembly 12 and a method 70 are provided that can automatically detect road irregularities 54 with which the vehicle 10 will interact. As a countermeasure, wheel trajectories 56 are adjusted to prevent interaction with the road irregularities 54. This results in improved driving comfort for the driver of the vehicle 10, and a longer service life for the assembly 12, the electromechanical steering system 14, and the vehicle 10 as a whole, due to fewer sudden external forces acting on the vehicle 10.

[0133] The specific embodiments disclosed herein use circuitry (e.g., one or more circuits) to implement the standards, protocols, methods, or technologies disclosed herein to functionally couple two or more components, generate information, process information, analyze information, generate signals, encode / decode signals, convert signals, transmit and / or receive signals, control other devices in a closed loop, etc. Any type of circuitry can be used.

[0134] In one embodiment, the circuitry, such as that of a closed-loop control device, particularly includes one or more data processing devices (e.g., processors such as microprocessors, central processing units (CPUs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), system-on-a-chip (SoCs), etc., or any combination thereof), and may include discrete digital or analog circuit elements or electronic devices, or combinations thereof. In one embodiment, the circuitry includes hardware circuitry implementations (e.g., implementations in analog circuitry, implementations in digital circuitry, etc., and combinations thereof).

[0135] In one embodiment, the circuit includes a combination of circuitry and a computer program product having software or firmware instructions stored on one or more computer-readable storage media and interacting to cause the device to perform one or more of the protocols, methods, or techniques described herein. In one embodiment, the circuitry includes circuitry that requires software, firmware, etc., to operate, such as a microprocessor or a portion thereof. In one embodiment, the circuitry includes one or more processors or portions thereof, along with associated software, firmware, hardware, etc.

[0136] In this disclosure, quantities and numbers may be referenced. Unless explicitly indicated, these quantities and numbers should not be considered as limitations, but rather as examples of possible quantities or numbers relating to this disclosure. In this context, the term "multiple" may also be used in this disclosure to refer to quantities or numbers. In this context, the term "multiple" means any number greater than one, such as two, three, four, five, etc. The terms "approximately," "close to," etc., mean plus or minus 5% of the indicated value.

[0137] Although this disclosure has been presented and described with reference to one or more embodiments, equivalent changes and modifications will be able to be made by those skilled in the art after reading and understanding this specification and the accompanying drawings.

Claims

1. A method (70) for operating an assembly (12) of a motor vehicle (10), the assembly having at least one electromechanical steering system (14), an environmental sensor (18), and a closed-loop control device (16) coupled to the electromechanical steering system (14) and the environmental sensor (18), wherein the method (70) comprises at least the following steps: - The environmental sensor (18) is used to detect at least one road irregularity (54), and for the at least one road irregularity (54), the location of the road irregularity (54) matches at least one expected wheel trajectory (52) of the vehicle wheel (28) of the motor vehicle (10). - Based on the detected road irregularity (54), the closed-loop control device (16) determines the adaptive wheel trajectory (56) of the vehicle wheels (28) of the motor vehicle (10), such that the adaptive wheel trajectory (56) deviates from the position of the road irregularity (54), and - The electromechanical steering system (14) is controlled in a closed loop by the closed-loop control device (16) so that the vehicle wheels (28) follow the corresponding adaptive wheel trajectory (56).

2. The method (70) according to claim 1, characterized in that, The closed-loop control device (16) determines at least one adaptive wheel angle mode for at least one vehicle wheel (28) of the motor vehicle (10), such that the vehicle wheel (28) follows the corresponding adaptive wheel trajectory (56).

3. The method (70) according to claim 2, characterized in that, The electromechanical steering system (14) has at least one wheel actuator (32) coupled to at least one steerable vehicle wheel (28), and the closed-loop control device (16) outputs an actuation signal to the wheel drive (32) such that at least one steerable vehicle wheel (28) of the motor vehicle (10) is steered to follow the adaptive wheel angle pattern.

4. The method (70) according to any one of the preceding claims, characterized in that, The closed-loop control device (16) determines at least one steering wheel angle adjustment pattern for at least one steering wheel (26) of the motor vehicle (10) in such a way that the steering wheel angle adjustment pattern is formed to correspond to the wheel trajectory adjustment (56).

5. The method (70) according to claim 4, characterized in that, The electromechanical steering system (14) has at least one steering wheel actuator (40) coupled to the steering wheel (26), and the closed-loop control device (16) outputs an actuation signal to the steering wheel actuator (40) so that the steering wheel (26) is turned to follow the adjusted steering wheel angle mode.

6. The method (70) according to claim 5, characterized in that, The steering wheel (26) is steered by the closed-loop control device (16) according to a cooperative closed-loop control mode, in which the driver of the motor vehicle (10) can apply additional driver torque to the steering wheel (26).

7. The method (70) according to any one of the preceding claims, characterized in that, When the adaptive wheel trajectory (56) is determined by the closed-loop control device (16), environmental data related to driving conditions from the environmental sensor (18) are taken into account at least.

8. The method (70) according to any one of the preceding claims, characterized in that, The closed-loop control device (16) outputs at least one notification regarding the adjustment of wheel trajectory (56) to the driver of the motor vehicle (10) via at least one user interface (60).

9. The method (70) according to claim 7, characterized in that, The output of the notification can be disabled.

10. An assembly (12) of a motor vehicle (10), wherein the assembly (12) has at least one electromechanical steering system (14), an environmental sensor (18), and a closed-loop control device (16) coupled to the electromechanical steering system (14) and the environmental sensor (18). The environmental sensor (18) is designed to be: - Detect at least one road irregularity (54), wherein the location of the road irregularity (54) matches at least one expected wheel trajectory (52) of the vehicle wheel (28) of the motor vehicle (10), and The closed-loop control device (16) described therein is designed as follows: - Based on the detected road irregularity (54), determine the adjusted wheel trajectory (56) of the vehicle wheels (28) of the motor vehicle (10) such that the adjusted wheel trajectory (56) deviates from the position of the road irregularity (54), and - The electromechanical steering system (14) is controlled in a closed loop so that the vehicle wheels (28) follow the corresponding adaptive wheel trajectory (56).

11. A motor vehicle (10) having an assembly (12) according to claim 10 or having an assembly (12) capable of operating the method (70) according to any one of claims 1 to 9.

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