Method and device for operating a steer-by-wire steering system of a motor vehicle and steer-by-wire steering system

Abstract

Methods and apparatuses for operating a steer-by-wire steering system of a motor vehicle and a steer-by-wire steering system are disclosed. The disclosed apparatus for controlling a steer-by-wire steering system of a vehicle includes an interface circuit communicatively coupled to a sensor, at least one programmable circuit to determine an occurrence of a crash event of the vehicle based on an output from the sensor, provide a first wheel alignment signal to a road wheel actuator of the vehicle based on whether the crash event has started, the first wheel alignment signal corresponding to a first output torque of the road wheel actuator, and provide a second wheel alignment signal to the road wheel actuator if a duration of time until the crash event is less than a threshold time, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

Description

[0001] Related applications This patent claims priority to DE patent application number 102025115407.4, filed on April 22, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure generally relates to a method for operating a steer-by-wire system for motor vehicles and the steer-by-wire system itself. Background Technology

[0003] Steer-by-wire (SBW) steering is a steering technology that eliminates the direct mechanical connection between the steering wheel and the wheels. 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 road wheel actuators (which adjust at least one, but usually multiple, steerable vehicle wheels to the desired position). The feedback torque transmits a sense of lateral guidance of the vehicle to the driver. Summary of the Invention

[0004] Examples of disclosed devices for controlling a steer-by-wire system of a vehicle include interface circuitry, machine-readable instructions, and at least one programmable circuit. The interface circuitry is communicatively coupled to a sensor. The at least one programmable circuit is configured to determine, based on output from the sensor, that a collision event has occurred, whether the collision event has initiated the provision of a first wheel alignment signal to the vehicle's road wheel actuators, the first wheel alignment signal corresponding to a first output torque of the road wheel actuators, and if the duration of the collision event is less than a threshold time, to provide a second wheel alignment signal to the road wheel actuators, the second wheel alignment signal corresponding to a second output torque of the road wheel actuators, the second output torque being less than the first output torque.

[0005] An example non-transitory machine-readable storage medium includes instructions to cause programmable circuitry to determine, at least based on output from sensors, that a collision event has occurred in a vehicle, based on whether the collision event has begun to provide a first wheel alignment signal to a road wheel actuator of the vehicle's steer-by-wire system, the first wheel alignment signal corresponding to a first output torque of the road wheel actuator, and to provide a second wheel alignment signal to the road wheel actuator if the duration of the collision event is less than a threshold time, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

[0006] One example method includes determining that a collision event has occurred on a vehicle based on output from sensors, providing a first wheel alignment signal to a road wheel actuator of the vehicle's steer-by-wire system based on whether the collision event has begun, the first wheel alignment signal corresponding to a first output torque of the road wheel actuator, and providing a second wheel alignment signal to the road wheel actuator if the duration of the collision event is less than a threshold time, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque. Attached Figure Description

[0007] The present disclosure and its further advantageous examples and developments are explained and described in more detail below with reference to the examples illustrated in the accompanying drawings. In the drawings: Figure 1 A simplified schematic representation of a motor vehicle with an SBW steering system, based on the examples disclosed herein, is shown.

[0008] Figure 2 A simplified schematic representation of an example method for operating an SBW steering system, based on the examples disclosed herein, is shown.

[0009] Figure 3 A simplified illustrative representation of a motor vehicle based on the examples disclosed herein is shown.

[0010] Figures 4A to 4C A simplified schematic representation of the steering wheel of an example SBW steering system according to the teachings of this disclosure is shown.

[0011] Figure 5 It is constructed to execute and / or instantiate Figure 2 A block diagram of an example programmable circuit platform for implementing the examples disclosed herein, including example machine-readable instructions and / or example operations.

[0012] The following detailed description, taken in conjunction with the accompanying drawings (where like reference numerals denote like elements), is intended to describe different examples of the disclosed subject matter and is not intended to constitute only examples. Each example described in this disclosure is for illustrative purposes only and should not be construed as preferred or advantageous relative to other examples. The illustrative examples contained herein do not make any claim to completeness and do not limit the claimed subject matter to the exact form disclosed. Various modifications to the described examples will be apparent to those skilled in the art, and the general principles defined herein can be applied to other examples and applications without departing from the spirit and scope of the described examples. Therefore, the described examples are not limited to those shown but have the maximum possible scope of application compatible with the features and principles disclosed herein.

[0013] Typically, the same reference numerals will be used throughout the accompanying drawings and written description to refer to the same or similar parts. The drawings are not necessarily drawn to scale. Detailed Implementation

[0014] In a motor vehicle, in the event of a collision (e.g., a momentum event involving the vehicle colliding with another object or road user), an airbag positioned in or behind the steering wheel of the vehicle can be deployed. This airbag has a customized shape and internal volume to ensure an improved profile for the driver's head and / or body. In this case, the shape and internal volume of the airbag typically do not correspond to a rotationally symmetrical shape.

[0015] Similarly, modern motor vehicles are constructed and designed such that improved force absorption of external forces on the vehicle depends on the orientation of the vehicle's steerable wheels. If the orientation deviates from the zero position (straight alignment), it typically causes a change in lateral velocity on the vehicle under the action of external forces, thereby causing a complex force distribution, for example, relative to the passenger. This can also result in the following: even if the airbag is correctly oriented and inflated, for a corresponding collision event, the airbag may still be suboptimally matched to the driver due to the deviated road wheel orientation, as the additional lateral velocity change may cause relative displacement.

[0016] JP4296896B2 discloses a SBW (Steering-by-Wire) system in which an adjustment device determines whether a vehicle and an object will collide. When an impending collision is determined, the adjustment device outputs a positioning signal to the steering wheel actuator, causing it to rotate the steering wheel to a predetermined deployment position. Once the steering wheel is rotated to the deployment position, the adjustment device initiates an electrical lock on the steering wheel position. The adjustment device then triggers the deployment of the steering wheel airbag.

[0017] EP2923918B1 discloses an SBW steering system including an adjustment device configured to cause the steering wheel to rotate from a steering position to a collision event position while the steering angle of the vehicle wheels remains unchanged, wherein the steering wheel airbag is aligned relative to the driver's position.

[0018] US8,948,442B2 discloses a motor vehicle that includes an adjustment device configured to determine an impending collision event.

[0019] Therefore, it is desirable to eliminate or at least reduce the known disadvantages of motor vehicles.

[0020] This objective is achieved through the examples disclosed herein. Favorable configurations are specified herein. Some features are explained in terms of methodology, while others are explained in terms of the SBW steering system. However, corresponding aspects can be converted to each other accordingly.

[0021] Some examples of this disclosure relate to a method for operating a steer-by-wire (SBW) system for a motor vehicle. The SBW system includes at least one road wheel actuator, a steerable vehicle wheel at least indirectly coupled to the road wheel actuator, and an adjustment device coupled to the road wheel actuator. The method includes at least the following steps: - Collision events involving motor vehicles are determined by the control device or detected by sensors coupled to it.

[0022] - If a collision event has already occurred, the regulating device outputs a first wheel alignment signal to the road wheel actuator. Based on the first wheel alignment signal, a maximum output torque is requested within a first predetermined time interval. This maximum output torque can be output by the road wheel actuator and acted on the collision event location of at least one steerable vehicle wheel.

[0023] If the duration until a collision event occurs is less than a second predetermined time interval, a second wheel alignment signal is output from the regulating device to the road wheel actuator. Based on the second wheel alignment signal, an output torque is requested from the road wheel actuator to act on at least one steerable vehicle wheel and to be adapted with respect to steering commands (e.g., desired steering angle, desired steering position, etc.).

[0024] This example method is based on the finding that current motor vehicles are equipped to detect or determine collision events that have occurred or will occur in the future, such as the momentum effects of a collision between a motor vehicle and an external object. This has the effect of specifically determining whether a collision event has occurred or when it occurred. This can be used to apply a positioning signal (here, a first or second wheel alignment signal) to the vehicle wheel actuators, causing a torque output from the wheel actuators for aligning the steerable vehicle wheels of the motor vehicle. Therefore, it can be determined how the steerable vehicle wheels must act, either with maximum output torque or with a suitable torque, taking steering commands into account. In particular, the steerable vehicle wheels can be guided to the location of the collision event.

[0025] Steering vehicle wheels can therefore be aligned in a defined manner, thereby improving the introduction of forces and the absorption of external forces. This also results in no change in lateral velocity relative to the vehicle or its occupants, thereby improving the relative orientation of the vehicle's steering wheel relative to the driver's body and / or head.

[0026] In contrast, known methods only provide alignment of the corresponding steering wheel of the motor vehicle. However, this does not prevent changes in lateral velocity for the motor vehicle and its passengers due to the tilt position of the wheels of a steerable vehicle, which may cause changes in relative position.

[0027] Advantageously, no additional devices or components are required to implement the method for operating the SBW control system. This means that the method can be implemented and executed efficiently.

[0028] The improved alignment of the wheels of a steerable vehicle, due to the prevention or reduction of lateral velocity changes, also results in the following: it can save on the need for airbags used to capture the body or body parts of a passenger in a motor vehicle, or at least eliminates the need to increase the number of airbags provided. This is based on the fact that relative movement between the driver and the steering wheel along the lateral axis of the vehicle can be reliably prevented or reduced. Furthermore, this method allows for greater freedom in the design of the motor vehicle steering wheel. Therefore, a multitude of advantages become possible.

[0029] According to another aspect, some examples disclosed herein relate to a SBW steering system for a motor vehicle. The SBW steering system includes at least one road wheel actuator, a steerable vehicle wheel at least indirectly coupled to the road wheel actuator, and an adjustment device coupled to the road wheel actuator. The adjustment device is at least configured to: - Determine if a collision event has occurred involving a motor vehicle. Alternatively, the adjustment device is configured to, for example, receive a collision message from a sensor indicating a collision event involving a motor vehicle. - If a collision event has already occurred, a first wheel alignment signal is output to the road wheel actuator. Based on the first wheel alignment signal, the maximum output torque that can be output by the road wheel actuator and act at the collision event location of at least one steerable vehicle wheel can be requested, and If the duration until a collision event occurs is less than a second predetermined time interval, a second wheel alignment signal is output to the road wheel actuator. Based on the second wheel alignment signal, an output torque that can be output by the road wheel actuator, act on at least one steerable vehicle wheel, and is adapted to a steering command can be requested.

[0030] The advantages of the exemplary embodiments disclosed herein are also correspondingly realized through the SBW steering system. In particular, the SBW steering system thus enables the request for an output torque via road wheel actuators, which can be used to return the wheels to the position of the collision event in an improved manner. This can therefore result in wheel alignment that ensures improved force introduction and absorption of external forces. Consequently, the forces acting on the passengers of the motor vehicle are also improved.

[0031] The second wheel alignment signal is to ensure that the output torque from the road wheel actuator is suitable for the steering command. The output torque from the road wheel actuator can optionally increasingly promote or even force the steerable vehicle wheels to move to the collision event location as the duration increases. The second wheel alignment signal still allows for some influence based on the steering command in this respect. However, the likelihood of this influence decreases as the duration progresses, causing an increasingly larger output torque to be requested by the road wheel actuator, which guides the steerable vehicle wheels to an orientation corresponding to the collision event location.

[0032] The road wheel actuator is at least indirectly coupled to the steerable vehicle wheel. The road wheel actuator may also optionally be at least indirectly coupled to multiple steerable vehicle wheels simultaneously, for example, via a rack.

[0033] In an alternative, the motor vehicle may also have at least one second road wheel actuator, which may be coupled, for example, via an additional rack to, for example, a steerable rear wheel of the motor vehicle.

[0034] Multiple road wheel actuators can be adjusted together by an adjustment device.

[0035] Each road wheel actuator includes an electric motor that applies torque to change the orientation of the wheels of a steerable vehicle. As an example, a road wheel actuator may apply torque to a rack to enable setting the rack position as needed. The electric motor may include, for example, a winding set with three windings, thus a three-phase winding set. Alternatively, the electric motor may also include more winding sets.

[0036] A collision event can be understood as a momentum event, in which the relevant motor vehicle encounters another object, road user, etc. Specifically, a collision event can be a momentum event such that it requires sufficiently high momentum energy to trigger airbag inflation. In other words, smaller momentum events that do not cause significant force on the motor vehicle can be ignored within the scope of this method. In this context, the regulating device can be configured to estimate the momentum energy for a collision event. For example, for this purpose, the regulating device can determine the relative velocity between the motor vehicle and a detected external object or road user associated with the collision event.

[0037] Regarding a collision event, the adjustment device determines, at the detection time (a determined time when the collision event has occurred or will occur), that the collision event has begun relative to the event time (the time of the collision event), or assumes that the collision event will occur within a second predetermined time interval relative to the event time. Correspondingly, the collision message indicates the expected time of the collision event and / or whether the collision event has occurred within the second predetermined time interval.

[0038] The first predetermined time interval represents a hypothetical duration that is still available relative to the second predetermined time interval, which is still available for advantageously aligning the steerable vehicle wheels, thereby advantageously introducing force.

[0039] The wheel alignment signal can be understood as a positioning signal. The adjustment device outputs this positioning signal to the road wheel actuator, causing the road wheel actuator to output torque to the component via an electric motor, thereby aligning at least one steerable vehicle wheel in the direction of the collision event location. The steerable vehicle wheel can then be pivoted back to the collision event location.

[0040] The location of the collision event is advantageous for the introduction of forces and / or for the restraint system, and thus reduces the impact of the forces on the vehicle occupants.

[0041] As used herein, the location of the collision event corresponds to the straight-ahead position and specifically the orientation of the steerable vehicle wheels such that they are aligned parallel to the longitudinal extension of the motor vehicle.

[0042] If the steerable vehicle wheels are already positioned at the collision event location before the adjustment device outputs the wheel alignment signal, the wheel alignment signal can still be output to the road wheel actuators. This results in the road wheel actuators still applying output torque to the steerable vehicle wheels, regardless of the collision event location of at least one steerable vehicle wheel, thereby preventing the steerable vehicle wheels from deflecting away from the collision event location. Therefore, the configuration of a motor vehicle with steerable vehicle wheels already aligned according to the collision event location can be made more robust with respect to steering commands, steering actions, and / or external forces.

[0043] The maximum output torque caused by the wheel alignment signal should be understood as the maximum output torque that can be output by the electric motor of the road wheel actuator. The output torque output by the electric motor of the road wheel actuator does not necessarily act directly on the steerable wheels of the motor vehicle. For example, the output torque output by the electric motor of the road wheel actuator can also be applied to components coupled to the steerable wheels, ultimately causing a change in the orientation of the steerable wheels. For example, the road wheel actuator can be coupled to the rack of the SBW steering system, which causes one or more steerable wheels to deflect away from the reference position (in this case, the center position) when deflected from a reference position (e.g., the center position).

[0044] In some examples, the first predetermined time interval can be predefined as constant, or it can be modified by user input and / or producer input.

[0045] Preferably, in some examples, the first predetermined time interval may have a duration Δt1 specifically dimensioned from the detected detection time tD, which Δt1 may be, in particular, 50 milliseconds (ms); Δt1 = t1 - tD = 50 ms, where t1 represents the end time of the first predetermined time interval. This means that the output of the first wheel alignment signal occurs specifically within the time interval tD = 0 ms ≤ x ≤ t1 = 50 ms (therefore, [tD; t1] = 50 ms), where x indicates the time when the road wheel actuator actually requests maximum torque or when the first wheel alignment signal is output to the road wheel actuator. Since the regulating device may require a certain time span to output the first wheel alignment signal, the detection time tD is past relative to time x. In this case, the collision event has begun. This means that the event time tE is also past. The time span between tE and tD corresponds to the duration required for the regulating device to determine that the collision event has occurred. The time span between tD and x corresponds to the time interval required for the regulating device to trigger the output of the first wheel alignment signal. Since a collision has begun, the maximum output torque of the road wheel actuators is requested to induce improved positioning of the steerable vehicle wheels independently of the steering command. A first wheel alignment signal is output within the remaining time interval [x; t1]. The length of the remaining time interval may depend on the duration required for the regulator to trigger the output of the first wheel alignment signal.

[0046] In an alternative exemplary configuration, a future anticipated collision event is determined by the adjustment device at time tD. In this case, only those collision events that will occur within a second predefined (future) time interval are determined. The extended duration of the predictively determined collision event may be used to trigger an optional reaction measure at least for the period of the second time interval. In particular, the second predefined time interval may be used to trigger a different second wheel alignment signal that causes a different following measure compared to the first wheel alignment signal. The second wheel positioning signal is used here in particular such that an adapted output torque for orienting the steerable vehicle wheel is requested by the road wheel actuator. The orientation of the steerable vehicle wheel is adapted corresponding to the steering command. This means that the output torque provided by the road wheel actuator to change the orientation of the steerable vehicle wheel in particular does not have to be such that the steerable vehicle wheel must be guided in the direction of the collision event. This is achievable because the second time interval is longer than the first time interval, in particular dimensioned from the detection time tD of the anticipated collision event at the (future) event time tE. Therefore, the second time interval may also be long enough such that a return of the steerable vehicle wheel to the collision event position is not necessary. Thus, the second time interval may be used at least partially to adapt the orientation of the steerable vehicle wheel based on the steering command, such that the occurrence of the collision event may still be preventable or may at least be less severe.

[0047] According to the examples disclosed herein, the steering command may preferably be based on the steering wheel position of the steering wheel of the SBW steering system. In alternative examples, the steering command may also be generated by a higher-level driving adjustment device that implements autonomous or semi-autonomous driving functions. In the final effect, the steering command describes a specification for the lateral guidance of the motor vehicle.

[0048] The second predefined time interval may preferably be Δt2=250ms, thus Δt2=250ms, dimensioned from the detection time tD of the future collision event occurring at the event time tE. In this respect, it describes a duration in the medium-range future, thus tD<tE<t2, where [tD; t2]=250ms, and t2 denotes the end time of the second predefined time interval.

[0049] The second predefined time interval may comprise the first predefined time interval. In this case, the second predefined time interval may extend beyond the time of the collision event. If the second predefined time interval comprises the first predefined time interval, the second predefined time interval results in: Δt2=[tE-200ms; tE+50ms]. Therefore, it still always has a total length that is longer than the length of the first time interval, for example a length of 250ms. In this case, the partial interval from tE=0 to tE+50ms corresponds to the first predefined time interval.

[0050] Based on the speed of the regulating device, a second wheel alignment signal is triggered at time x within a time interval [tD; t2], where x > tD. The second wheel alignment signal is output during the remaining duration [x; t2].

[0051] In both configurations, for example, the detection time tD is selected as the reference time. In an alternative example, another reference time can also be selected, such as the event time tE.

[0052] In some examples, the second predetermined time interval may include the first predetermined time interval. This means that the second wheel alignment signal may also include the first wheel alignment signal. In other words, the second wheel alignment signal may be designed such that during the last portion of the second predetermined time interval corresponding to the duration of the first predetermined time interval, the maximum output torque output by the road wheel actuator is requested to guide the steerable vehicle wheels to the location of the collision event.

[0053] In some examples, the road wheel actuator outputs a maximum output torque acting on at least one steerable vehicle wheel at the location of the collision event, based on a received first wheel alignment signal, over a first predetermined time interval or the remainder of that time interval. The output torque is output in a direction that guides the steerable vehicle wheel back to the location of the collision event.

[0054] The road wheel actuator preferably outputs an output torque based on the received second wheel alignment signal, acting on at least one steerable vehicle wheel and adapted to the steering command, during a second predetermined time interval Δt2 (where [tD; t2] = 250 ms) or the remaining duration thereof. In this case, the output torque is output by the road wheel actuator such that the orientation of the steerable vehicle wheel changes in the direction of the steering command.

[0055] Therefore, the duration of the first and / or second predetermined time interval can be adapted as needed, for example, to match the application or steering system.

[0056] The SBW steering system optionally includes at least one steering wheel actuator coupled to the adjustment device. The example method further includes at least the following steps: - If a collision event has begun or if the duration until the collision event occurs is less than a second predetermined time interval, a steering wheel alignment signal is output to the steering wheel actuator via an adjustment device. Based on the steering wheel alignment signal, a positioning torque that can be output by the steering wheel actuator and act on the center alignment of the steering wheel coupled to the steering wheel actuator is requested.

[0057] Therefore, it can be ensured that the steering wheel can be guided to center alignment, so that the airbag inflated therefrom is aligned with the driver's body and / or head.

[0058] The positioning torque is preferably greater than the feedback torque output at the steering wheel in the normal operating mode of the SBW steering system. Therefore, the steering wheel can be aligned according to this method, and (if any) the driver can only overcome it with difficulty.

[0059] The steering wheel actuator is configured to apply both feedback torque and positioning torque to the steering wheel, at least indirectly, for example, via a steering column coupled to the steering wheel. The feedback torque induced by the steering wheel actuator is also used to provide torque feedback to the driver regarding the lateral guidance of the vehicle. The positioning torque is used to align the steering wheel according to this method.

[0060] Typically, a steering wheel actuator includes an electric motor that applies feedback torque and positioning torque to the steering wheel. The electric motor may include, for example, a winding set with three windings, thus a three-phase winding set. Alternatively, the electric motor may also include more winding sets.

[0061] Optionally, the SBW steering system may include at least one steering wheel sensor configured to detect the steering wheel angle (and therefore the steering wheel position) and send it to an adjustment device. The adjustment device can then determine how to output a steering wheel positioning signal to the steering wheel actuator to induce a positioning torque that guides the steering wheel in a center-aligned direction.

[0062] Preferably, based on the steering wheel alignment signal, if a collision event has already occurred, a maximum alignment torque is requested. This maximum alignment torque can be output by the steering wheel actuator and act on the center alignment of the steering wheel coupled to the steering wheel actuator. Since a collision event has already occurred in this case, the steering wheel is thus guided to center alignment particularly quickly. Therefore, in this case, the steering wheel alignment signal is such that the steering wheel actuator requests the maximum alignment torque that can be output.

[0063] In some examples, the steering wheel actuator outputs a positioning torque acting on the steering wheel based on the received steering wheel positioning signal. For example, the positioning torque can be output to rotate the steering wheel in the center-aligned direction. This achieves the actual return of the steering wheel in the center-aligned direction.

[0064] The steering wheel alignment signal can enable the steering wheel actuator to output the maximum alignment torque that can be output by the steering wheel actuator in this case, so that the return of the steering wheel to center alignment occurs particularly quickly.

[0065] In some examples, based on the steering wheel alignment signal, a positioning torque output by the steering wheel actuator is requested in the direction of the minimum angular difference between the actual steering wheel angle and the center alignment. The center alignment of the steering wheel is not necessarily understood here as the zero position (straight-ahead position). The steering wheel can typically be rotated more than once clockwise or counterclockwise from the straight-ahead position, thus ±360°. In this respect, the positioning torque output by the steering wheel actuator can be specifically applied to the steering wheel so that it is guided from its current alignment (actual steering wheel angle) to the closest possible position to the center alignment, thus ±360° of straight-ahead alignment. The positioning torque is therefore output by the steering wheel actuator to minimize the angular travel to the center alignment. For airbag alignment, there is no difference whether the steering wheel is pivoted corresponding to its straight-ahead position or to a full single (or multiple) turn clockwise or counterclockwise.

[0066] If the steering wheel has already been pivoted 300° clockwise from, for example, the straight-ahead position, the current positioning torque will not return the steering wheel to the straight-ahead position. Instead, it will pivot the steering wheel further clockwise until center alignment is achieved at +360°. Therefore, compared to existing methods, the angular travel required to achieve center alignment by steering wheel rotation can be reduced.

[0067] In some examples, the method additionally includes the following steps: - Based on the steering wheel positioning signal output by the adjustment device, the steering wheel is moved axially along the axial direction of the steering column coupled to the steering wheel.

[0068] Some SBW steering systems include axial drive for axial movement of the steering wheel or its coupled components, such as a so-called loading function. In the present case, if a (future) collision event is detected or determined, this axial drive can be used to cause axial movement of the steering wheel along the steering column. Specifically, the initiated axial movement can increase the distance between the steering wheel and the driver's body and / or head due to the axial movement. However, depending on the position of the driver's seat and / or steering wheel, this position can also be reduced for a particular event to prevent excessive speed changes and thus reduce the impact of the collision event. In other words, this achieves a longitudinal and vertical improvement in position within the vehicle to advantageously implement airbag deployment and driver speed changes via the distance between the head / upper body and the airbag.

[0069] According to the examples disclosed herein, axial movement is preferably initiated such that it can be performed at a speed of at least 40 mm / s, more preferably at a speed of at least 45 mm / s. Even within the predetermined time intervals mentioned herein (e.g., a second predetermined time interval of only 250 ms), a significant increase in distance can thus be achieved between the steering wheel and the driver's body and / or head.

[0070] According to the examples disclosed herein, axial movement of the steering wheel along the axial direction of the steering column is triggered only when the adjustment device determines that a collision event will occur within a second predetermined time interval but has not yet begun. This axial movement of the steering wheel results in a change in its position. To ensure a stable system state, it may be desirable for axial movement to occur only if the collision event is still sufficiently far in the future.

[0071] In some examples, the example method also includes the following steps: - Detecting a collision event involving a motor vehicle using at least one sensor, and - A detection signal is output to the control device via at least one sensor. The detection signal indicates a detected collision event.

[0072] The detection signal here can be designed to consider only those collision events, where it is assumed that the deployment of the vehicle's airbags will occur. Furthermore, the detection signal can include further information about the collision event, such as the detected trajectory of the object or road user involved in the collision.

[0073] The sensor is preferably at least one collision event sensor, such as a speed change sensor, lidar sensor, radar sensor, camera sensor, or infrared sensor. The sensor is configured to detect a collision event between the motor vehicle and at least one object and output a corresponding detection signal to a control device. While collision event sensors can specifically detect collision events that have already begun, lidar and radar sensors, as well as camera sensors, can be used to detect future collision events.

[0074] The method preferably further includes at least the following steps: The event time is determined by at least one sensor based on a detected collision event, or by an adjustment device based on a received detection signal. The event time indicates the duration of the collision event.

[0075] - At least compare the event time with the detection time of the regulating device. The detection time indicates the time of the collision event as determined by the regulating device.

[0076] Therefore, it is possible to determine when a collision event has occurred or when it will occur, by sizing from a reference time (i.e., the detection time tD of the detected collision event). The control device can then determine which actions will be triggered based on this comparison.

[0077] Specifically, the time of an event can be determined because the trajectory of a motor vehicle is evaluated relative to the detected position and / or detected trajectory of the object or road user against which the collision event is determined. Therefore, it can be determined when a collision event has occurred or will occur, and thus the event time can be determined. Alternatively, momentum-energy effects can be detected to determine the time of an event that has already passed, and thus confirm that a collision event has begun.

[0078] According to another aspect, the examples disclosed herein also relate to a computer program product comprising commands that, when executed by a computer, cause the program to perform the methods described herein. The advantages achieved by the methods described herein are also correspondingly achieved through the computer program product.

[0079] According to an additional aspect, this disclosure also relates to a computer-readable storage medium comprising commands that, when a computer executes a program, cause it to perform the methods described herein. The advantages achieved by the methods described herein are also correspondingly achieved by the computer-readable storage medium.

[0080] According to another aspect, some examples of this disclosure relate to motor vehicles with SBW steering systems as described herein.

[0081] The advantages achieved by the SBW steering system described in this article can also be achieved by motor vehicles.

[0082] In the sense of this disclosure, a motor vehicle may specifically include land vehicles, i.e., especially off-road and on-road vehicles, such as passenger cars, buses, trucks, and other commercial vehicles. A motor vehicle may be manned or unmanned. A motor vehicle is at least partially electrically powered, and therefore includes an electric motor for propulsion. Additionally, a motor vehicle may optionally include an internal combustion engine.

[0083] All features explained about each aspect can be combined with other aspects individually or in (sub)combinations.

[0084] All features disclosed below with respect to exemplary examples and / or drawings may be combined with features of aspects of this disclosure, either individually or in any sub-combination, including features of preferred examples, provided that the resulting combination of features is meaningful to those skilled in the art.

[0085] For the purposes of this disclosure, when listing more than three elements, 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. 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."

[0086] Figure 1 A simplified schematic representation of a motor vehicle 10 with an SBW steering system 12 according to an example is shown.

[0087] The SBW steering system 12 includes an adjustment device 14, a road wheel actuator 16, and a steering wheel actuator 18.

[0088] The road wheel actuator 16 is indirectly coupled to the steerable vehicle wheel 20 of the motor vehicle 10. For this purpose, the road wheel actuator 16 is coupled to a rack 22, which is also coupled to the steerable vehicle wheel 20 of the motor vehicle 10. Deflection of the rack 22 causes a change in the orientation of the steerable vehicle wheel 20.

[0089] The motor vehicle 10 further includes at least one sensor 24. Sensor 24 may also be part of the SBW steering system 12. Sensor 24 is a collision event sensor, such as a speed change sensor, lidar sensor, radar sensor, camera sensor, or infrared sensor, or a combination thereof. Sensor 24 is configured to detect a collision event that has occurred or will occur between the motor vehicle and at least one object and / or road user. Furthermore, sensor 24 is configured to output a corresponding detection signal as a result to the regulating device 14. The detection signal indicates information about the collision event, such as the position and / or trajectory of the detected object or road user to which the collision event was detected.

[0090] Furthermore, the SBW steering system 12 includes a rack sensor 26, which is integrated with the road wheel actuator 16. The rack sensor 26 is configured to detect the rack position of the rack 22, for example, relative to a reference position (particularly corresponding to the collision event position of the steerable vehicle wheel 20 in this case, with respect to the orientation corresponding to the intermediate position (and thus straight alignment)). The steerable vehicle wheel 20 is therefore oriented parallel to the longitudinal extension direction of the motor vehicle 10. Thus, the rack sensor 26 can be used to determine the current orientation of the steerable vehicle wheel 20. The rack sensor 26 transmits the detected rack position of the rack 22 (which corresponds to the corresponding orientation of the steerable vehicle wheel 20) to the adjustment device 14.

[0091] The SBW steering system 12 also includes a steering wheel 28, with a steering wheel actuator 18 at least indirectly coupled to the steering wheel 28, for example, via the steering column. The steering wheel actuator 18 is configured to apply feedback torque and positioning torque to the steering wheel 28, such that a sense of lateral guidance of the vehicle 10 is transmitted to the driver of the vehicle 10.

[0092] The steering wheel actuator 18 includes an electric motor. The electric motor of the steering wheel actuator 18 includes at least one set of windings. Each set of windings of the electric motor is three-phase and configured to drive the rotor of the electric motor. Therefore, feedback torque can be provided to the driver via the electric motor on the steering wheel 28 of the motor vehicle 10 to transmit a sense of lateral guidance of the motor vehicle 10 to the driver, or to autonomously or semi-autonomously ensure lateral guidance. Additionally or alternatively, positioning torque can be provided via the electric motor to align the steering wheel 28 as needed.

[0093] The driver of motor vehicle 10 can execute steering commands for motor vehicle 10 via steering wheel 28.

[0094] Additionally, the SBW steering system 12 includes at least one steering wheel sensor 30 configured to detect the steering wheel angle (and thus steering wheel position) of the steering wheel 28 relative to a reference position (e.g., center alignment (zero position)). Therefore, the steering wheel sensor 30 can be used to detect steering commands from the driver of the motor vehicle 10 via the steering wheel 28. The steering wheel 28 can then be deflected corresponding to the maximum permissible steering wheel travel 32. Steering wheel travel 32 is typically sufficient to allow the steering wheel 28 to rotate more than one full turn clockwise or counterclockwise from center alignment. Steering wheel travel of less than one full turn is also possible.

[0095] In the illustrated example, the steering wheel sensor 30 is integrated with the steering wheel actuator 18. However, in other examples, the steering wheel sensor 30 may be separate from the steering wheel actuator 18. The steering wheel sensor 30 is configured to send the detected steering wheel angle to the adjustment device 14.

[0096] The adjustment device 14 includes a data processing unit. Optionally, in some examples, when outputting a wheel alignment signal to the road wheel actuator 16, the adjustment device 14 may take into account other parameters of the motor vehicle 10, such as vehicle speed or speed variation values. Naturally, these values ​​may also be taken into account when outputting a steering wheel positioning signal, in the case of adjusting the feedback torque and / or positioning torque applied to the steering wheel 28 by the steering wheel actuator 18.

[0097] The adjusting device 14 outputs a wheel alignment signal to adjust the road wheel actuator 16. Based on the wheel alignment signal, it requests that the output torque output by the road wheel actuator 16 reach the maximum output torque that can be output by the road wheel actuator 16. The output torque is here applied to the rack 22 by the road wheel actuator 16, thereby indirectly changing the deflection of the steerable vehicle wheel 20.

[0098] The adjustment device 14 outputs a steering wheel positioning signal to adjust the steering wheel actuator 18. Based on the steering wheel positioning signal, it requests feedback torque and / or positioning torque output by the steering wheel actuator 18. The steering wheel actuator 18 then outputs feedback torque and / or positioning torque, which at least indirectly changes the orientation of the steering wheel 28.

[0099] In this example, the SBW steering system also includes a loading function. The loading function includes a drive 34. The drive 34 includes at least one axial drive and an optional vertical drive for implementing the loading function. The drive 34 is coupled to the steering column of the steering wheel 28. The drive 34 is configured here to ensure axial displacement of the steering wheel 28 along the steering column and vertical displacement of the steering wheel 28 above the floor. Axial displacement is indicated here by arrow 36. The drive 34 is also coupled to an adjustment device 14. For example, the coupling can also occur via the steering wheel actuator 18. In this respect, the drive 34 can also be part of the steering wheel actuator 18. Axial movement of the steering wheel 28 along the steering column (and thus along arrow 36) and / or vertical movement of the steering wheel 28 can be actuated by the adjustment device 14 based on a steering wheel positioning signal. Therefore, the distance between the steering wheel 28 and the driver's body and / or head can be variably adjusted.

[0100] The SBW steering system 12 may also include multiple components of the same type and generally the same function, such as multiple steering wheel sensors 30, to ensure redundancy.

[0101] In this example, the motor vehicle 10 includes an advanced driving control device 38 configured to apply autonomous or semi-autonomous driving functions. For example, the advanced driving control device 38 can autonomously induce lateral guidance of the motor vehicle 10 in this manner. For this purpose, the advanced driving control device 38 can send, for example, a steering command to the control device 14 of the SBW steering system 12. The steering command here corresponds to the lateral guidance of the motor vehicle 10 as desired by the advanced driving control device 38, corresponding to the applied driving function. This directly results in a change in the orientation of the steerable vehicle wheels 20, as the control device 14 sends wheel alignment signals to the road wheel actuators 16 based on the steering command.

[0102] Example SBW steering system 12 is referred to herein as a front axle steering system. Motor vehicle 10 and SBW steering system 12 may also optionally include additional steerable vehicle wheels 20, for example, rear wheels coupled to additional common road wheel actuators 16.

[0103] Each road wheel actuator 16 includes an electric motor. The electric motor includes at least one set of windings comprising a group of windings. Each set of windings is configured such that a phase current that can be used to drive the rotor of the electric motor causes a potential winding when a power supply signal, such as a phase voltage, is applied. The rotor can then be coupled to a corresponding component of the SBW steering system, such as rack 22, and thus enable the steerable vehicle wheel 20 to move. Typically, the electric motor may also include more than one set of windings.

[0104] Each winding assembly is typically three-phase, making the electric motor generally designed to be at least three-phase, and optionally six-phase or nine-phase.

[0105] If multiple winding sets exist, each winding set allows the rotor of the electric motor to move independently of the other winding sets. This means that the winding sets are separate from each other.

[0106] Figure 2 A simplified schematic representation of an example method for operating an SBW steering system in accordance with the teachings of this disclosure is shown. Alternative example steps are illustrated by dashed lines.

[0107] In an optional example step S1, a collision event involving the motor vehicle 10 is detected by at least one sensor 24. For this purpose, the sensor 24 can be designed as a collision event sensor, radar sensor, etc. In this respect, the sensor 24 detects objects or road users in the surrounding environment of the motor vehicle 10 with respect to its position and / or trajectory. Alternatively, the sensor 24 can be configured to detect, for example, the external momentum effect of an external object or another road user on the motor vehicle 10. Therefore, it can be determined, based on the measurements of the sensor 24, that a collision event with the motor vehicle 10 and the object and / or road user has begun or will occur in the future.

[0108] Furthermore, sensor 24 can be configured to distinguish between objects and / or road users, or to distinguish between collision events, and whether the activation of the airbags of motor vehicle 10 is assumed in the corresponding collision event. For example, in this case, sensor 24 may take into account the size of the detected objects and / or road users.

[0109] In the following optional example step S2, a detection signal is output to the adjustment device 14 via sensor 24. The detection signal may also include, for example, information about the location and / or trajectory of the detected object and / or road user.

[0110] According to the following example step S3, the adjustment device 14 determines, for example, that a collision event has occurred at the detection time tD based on the received detection signal.

[0111] In an alternative, the regulating device 14 may also receive collision messages from another component of the motor vehicle 10's function of determining when an impending collision event has occurred or when it will occur. For example, the motor vehicle 10 may include a monitoring device provided in a dedicated manner for assessing a collision event. Specifically, the collision message herein relates to those collision events that have occurred, confirming that a collision event has occurred or will occur within a second predetermined time interval.

[0112] According to the examples disclosed herein, at an optional example step S4, as a refinement of step S3, the regulating device 14 determines the event time tE of a collision event that has begun or is anticipated in the future. The regulating device 14 may again use information it has already received from the sensor 24, for example, via a detection signal. Alternatively, the event time tE may be determined by the sensor 24 and simply sent to the regulating device 14 as part of the detection signal. For this purpose, the sensor 24 may be coupled to the regulating device 14 and receive information about the trajectory of the motor vehicle 10. The sensor 24 can then compare this trajectory of the motor vehicle 10 with the position and / or trajectory of the detected object and / or road user, thus determining the event time tE of the collision event.

[0113] Optional step S4 can be refined by optional step S5, in which the adjusting device 14 compares the event time tE with the detection time tD, which indicates the time of the collision event determined by the adjusting device 14. Therefore, the adjusting device 14 can determine whether a collision event has occurred (and when it occurred) or whether it will occur in the future, and if so, whether it will occur within a second predetermined time interval Δt2.

[0114] Starting from step S3, the method then includes steps S6 and S7, depending on whether a collision event has already begun or whether it will occur within a second predetermined time interval.

[0115] According to example step S6, if a collision event has already begun, the regulating device 14 sends a first wheel alignment signal to the road wheel actuator 16. The first wheel alignment signal causes the regulating device 14 to request a maximum output torque 46 within a first predetermined time interval Δt1, which can be output by the road wheel actuator 16 and act on the collision event location 40 of at least one steerable vehicle wheel 20.

[0116] Against this backdrop Figure 3 A simplified schematic representation of a motor vehicle 10 according to an example is shown. It can be seen that the steerable vehicle wheel 20 is deflected by an angle 42 corresponding to the current orientation 44 with respect to the collision event position 40, which here corresponds to the straight-line position of the steerable vehicle wheel 20. In other words, the steerable vehicle wheel 20 is pivoted about the vehicle's vertical axis. The collision event position 40 is aligned parallel to the longitudinal extension direction of the motor vehicle 10 in the top view. The orientation of the steerable vehicle wheel 20 corresponding to the current orientation 44 is such that the motor vehicle 10 performs a turn.

[0117] The first wheel alignment signal output by the adjusting device 14 to the road wheel actuator 16 is now to request an output torque 46 from the road wheel actuator 16, by which the steerable vehicle wheel 20 is guided back to the collision event position 40. Since the collision event has already begun in the current situation, the output torque 46 is specifically requested from the road wheel actuator 16 so that the road wheel actuator 16 outputs the maximum possible output torque 46 so that it returns the steerable vehicle wheel 20. In this case, the adjusting device 14 requests the output torque 46 independently of the angle from the road wheel actuator 16. Therefore, the adjusting device 14 commands the road wheel actuator 16 to output the maximum output torque 46 to move the steerable vehicle wheel 20 to the collision event position 40. Here, the adjusting device 14 requests the maximum output torque 46 for the remaining duration of a first predetermined time interval, which corresponds to the remaining duration between the actual output time x of the first wheel alignment signal and the end time t1 of the first predetermined time interval, [x; t1] ≤ 50 ms. The duration of the remaining duration depends on the adjusting speed of the adjusting device 14.

[0118] In one example, the first wheel alignment signal can also be output for a fixed duration corresponding to a first predetermined time interval.

[0119] In an alternative to example step S6, according to example step S7 of the method, a second wheel alignment signal is output from the adjustment device 14 to the road wheel actuator 16, such that an output torque 46 is requested from the road wheel actuator 16, which is adapted to the steering command of the SBW steering system 12. Although the output torque 46 is thus requested from the road wheel actuator in step S6, by which the steerable vehicle wheel 20 is forced to move rearward in the direction of the collision event location 40, the second wheel alignment signal corresponding to step S7 is different. The second wheel alignment signal is more precisely such that it corresponds to the steering command of the SBW steering system 12. The steering command may here be based on the driver's steering input via the steering wheel 28, or may be specified by the higher-level driving adjustment device 38, for example, based on autonomous or semi-autonomous driving functions. Step 7 thus enables the steering command to be followed, which increases the chance of preventing a collision or reducing the impact of a collision.

[0120] Therefore, this example method may include example step S8, in which the road wheel actuator 16 outputs an output torque 46 based on a corresponding received wheel alignment signal (first / second wheel alignment signal), the output torque 46 being maximum, and moves the steerable vehicle wheel 20 to the collision event position 40, or is adapted to a steering command. In the latter case, the steerable vehicle wheel 20 does not necessarily have to move in the direction of the collision event position 40.

[0121] The method may also include an optional step S9, wherein if the adjusting device 14 has determined that a collision event has started or will occur within a second predetermined time interval, the adjusting device 14 outputs a steering wheel positioning signal to the steering wheel actuator 18. Based on the steering wheel positioning signal, a positioning torque that can be output by the steering wheel actuator 18 and act on the steering wheel 28 is requested.

[0122] Against this backdrop Figures 4A to 4C A simplified illustrative representation of a steering wheel 28 according to an example SBW steering system 12 is shown. Figure 4C As can be seen, the steering wheel 28 is coupled to the steering column 48. The axis of rotation 50 is defined by the steering column 48, and the steering wheel 28 is mounted to be rotatable about this axis of rotation 50. Additionally, according to this example, a drive 34 is coupled to the steering column 48. In this example, the drive 34 is configured to move the steering wheel 28 along the steering column 48, as indicated by arrow 36.

[0123] From Figure 4A The configuration shows the steering wheel 28 rotated counterclockwise by an angle 52. Center alignment 54 corresponds to the normal alignment (straight position) of the steering wheel 28. Figure 4BThe diagram illustrates the normal alignment (straight-line position) of the steering wheel 28. Now, the steering wheel positioning signal is output to the steering wheel actuator 18 via the adjustment device 14, requesting the positioning torque 56 to be output to the steering wheel 28 via the steering wheel actuator 18. Here, the current angular position 58 of the steering wheel 28 is considered based on the steering wheel sensor 30. Since... Figure 4A In the exemplary configuration, the steering wheel 28 has already been pivoted counterclockwise more than half a turn, so the steering wheel positioning signal is output from the adjustment device 14 to the steering wheel actuator 18, causing the steering wheel actuator 18 to request a positioning torque 56, which causes the steering wheel 28 to be rotated further counterclockwise. This is because the counterclockwise angular difference 60 (and therefore angular travel) between the current angular position 58 of the steering wheel 28 and the center alignment 54 is shorter than the angular travel corresponding to a clockwise pivot of the steering wheel 28 in the direction of its zero position.

[0124] Optional example step S9 can be further refined by optional example step S10, such that the adjusting device 14 adapts the steering wheel positioning signal to the strength of the requested positioning torque 56. If it is confirmed that a collision event has begun, the steering wheel actuator 18 requests the maximum positioning torque 56 that can be output and is independent of the angle (and therefore independent of the current angular position 58). However, if it is confirmed that a collision event will only occur within a second time interval, an adapted positioning torque 56 can be requested from the steering wheel actuator 18. The adapted positioning torque 56 can here be based, for example, on the current alignment of the steerable vehicle wheels 20 and / or on the current alignment of the rack 22 and / or on the vehicle speed and / or on, for example, on changes in vehicle speed along the vehicle's longitudinal or lateral axis. In the latter case, a positioning torque 56 is thus provided to the driver at the steering wheel 28 such that the positioning torque 56 corresponds to the actual lateral guidance of the motor vehicle 10. However, the positioning torque 56 here is generally greater than the feedback torque provided in the normal operating mode of the SBW steering system 12, making it difficult for the driver to overcome the positioning torque 56.

[0125] In another alternative example of the method, a steering wheel positioning signal may be output from the adjusting device 14 according to optional example step S11, such that, in addition to rotation of the steering wheel 28, axial movement of the steering wheel 28 is initiated along the axial direction of the steering column 48 defined by the axis of rotation 50. For this purpose, the actuator 34 may be coupled to or formed as part of the steering wheel actuator 18. Thus, a change in position of the steering wheel 28 relative to the driver's body and / or head in the motor vehicle 10 may also be triggered based on the steering wheel positioning signal. For example, the actuator 34 may be configured to move the steering wheel 28 along the axial direction at a minimum speed of 40 mm / s. Preferably, the axial movement is initiated only if a collision event is expected to occur within a second predetermined time interval.

[0126] According to the following optional example step S12, the steering wheel actuator 18 outputs a positioning torque 56 acting on the steering wheel 28 based on the received steering wheel positioning signal. The positioning torque 56 may correspond to the maximum positioning torque 56 that can be output by the steering wheel actuator 18, or it may be an adapted positioning torque 56, depending on whether the collision event has already begun or will occur within a second time interval.

[0127] Therefore, a method and an SBW steering system 12 are provided to improve the introduction of forces and the absorption of external forces in a motor vehicle 10. For this purpose, it is first determined whether a collision event has begun. If so, the steerable vehicle wheels 20 are aligned according to the location of the collision event, wherein, for this purpose, the maximum output torque 46 output by the road wheel actuator 16 can be used to reduce the time span for aligning the steerable vehicle wheels 20. Additionally, the steering wheel 28 can be guided to center alignment. If it is determined that a collision event will only occur at a later time, the output torque 46 output by the road wheel actuator 16 and the positioning torque 56 output by the steering wheel actuator 18 can be adapted on one hand to guide the motor vehicle 10 in response to a steering command, and on the other hand to provide a positioning torque 56 at the steering wheel 28 corresponding to the actual lateral guidance of the motor vehicle 10 or the appropriate position of the vehicle wheels 20 and / or the steering wheel 28 for the collision event. Furthermore, the steering wheel 28 can be changed with respect to its relative position to the driver's body and / or head in the motor vehicle 10.

[0128] In summary, this can reduce the impact of a collision on the motor vehicle 10 and its occupants.

[0129] Some examples disclosed herein utilize circuits (e.g., one or more circuits) to implement the standards, protocols, methods, or techniques 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, etc. Circuits of any kind can be used.

[0130] According to the examples disclosed herein, circuitry such as regulating devices particularly includes one or more data processing devices, such as processors (e.g., microprocessors), central processing units (CPUs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), system-on-a-chip (SoCs), and any combination thereof, and may include discrete digital or analog circuit elements or electronic devices or combinations thereof. In one example, the circuitry includes hardware circuit implementations (e.g., implementations in analog circuitry, implementations in digital circuitry, and combinations thereof).

[0131] Based on the examples disclosed herein, a 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 example, the circuitry technique includes circuitry that requires software, firmware, etc., to operate, such as, for example, a microprocessor or a portion thereof. In one example, the circuitry includes one or more processors or portions thereof, along with associated software, firmware, hardware, etc.

[0132] Figure 5 It is constructed to execute and / or instantiate Figure 2 The block diagram of an exemplary programmable circuit platform 500 for implementing the examples disclosed herein includes example machine-readable instructions and / or example operations. The programmable circuit platform 500 may be, for example, a control device, an electronic control unit (ECU), a self-learning machine (e.g., a neural network), or any other type of computing and / or electronic device.

[0133] The illustrated example programmable circuit platform 500 includes programmable circuitry 512. Programmable circuitry 512 is hardware. For example, programmable circuitry 512 can be implemented by one or more integrated circuits, logic circuits, field-programmable gate arrays (FPGAs), microprocessors, central processing units (CPUs), graphics processing units (GPUs), vision processing units (VPUs), digital signal processors (DSPs), and / or microcontrollers from any desired family or manufacturer. Programmable circuitry 512 can be implemented by one or more semiconductor-based (e.g., silicon-based) devices.

[0134] The illustrated example programmable circuit 512 includes local memory 513 (e.g., cache, registers, etc.). The illustrated example programmable circuit 512 communicates via bus 518 with main memories 514, 516, including volatile memory 514 and non-volatile memory 516. Volatile memory 514 may be implemented using synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), RAMBUS® dynamic random access memory (RDRAM®), and / or any other type of RAM device. Non-volatile memory 516 may be implemented using flash memory and / or any other desired type of memory device. Access to the illustrated example main memories 514, 516 is controlled by a memory controller 517. In some examples, the memory controller 517 may be implemented using one or more integrated circuits, logic circuitry, a microcontroller from any desired series or manufacturer, or any other type of circuitry that manages the flow of data into and out of autonomous memories 514, 516.

[0135] The illustrated example programmable circuit platform 500 also includes interface circuitry 520. Interface circuitry 520 can be implemented by hardware according to any type of interface standard, such as Controller Area Network (CAN), Ethernet interface, Universal Serial Bus (USB) interface, Bluetooth® interface, Near Field Communication (NFC) interface, Peripheral Component Interconnect (PCI) interface, and / or Peripheral Component Interconnect Fast (PCIe) interface.

[0136] In the illustrated example, one or more input devices 522 are connected to interface circuitry 520. The input devices 522 allow users (e.g., human users, machine users, etc.) to input data and / or commands into programmable circuitry 512. The input devices 522 may be implemented using, for example, audio sensors, microphones, cameras (still or video), buttons, touchscreens, and / or voice recognition systems.

[0137] One or more output devices 524 are also connected to the interface circuitry 520 of the illustrated example. The output devices 524 may be implemented, for example, by a display device (e.g., a light-emitting diode (LED), an organic light-emitting diode (OLED), a liquid crystal display (LCD), an in-plane switching (IPS) display, a touchscreen, etc.), a haptic output device, and / or a speaker. Therefore, the interface circuitry 520 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or graphics processor circuitry (such as a GPU).

[0138] The illustrated example interface circuit 520 also includes communication devices such as a transmitter, receiver, transceiver, modem, residential gateway, wireless access point, and / or network interface to facilitate the exchange of data with external machines (e.g., any kind of computing device) via network 526. Communication can be achieved through, for example, Ethernet connections, digital subscriber line (DSL) connections, telephone line connections, coaxial cable systems, satellite systems, beyond-line-of-sight wireless systems, line-of-sight wireless systems, cellular telephone systems, optical connections, etc.

[0139] The illustrated example programmable circuit platform 500 also includes one or more mass storage disks or devices 528 for storing firmware, software, and / or data. Examples of such mass storage disks or devices 528 include magnetic storage devices (e.g., floppy disks, drives, HDDs, etc.), optical storage devices (e.g., Blu-ray discs, CDs, DVDs, etc.), RAID systems, and / or solid-state storage disks or devices (such as flash memory devices and / or solid-state drives (SSDs)).

[0140] It can be by Figure 2The machine-readable instructions 532 implemented by the machine-readable instructions may be stored in a mass storage device 528, a volatile memory 514, a non-volatile memory 516 and / or at least one non-transitory computer-readable storage medium (such as a removable CD or DVD).

[0141] As used herein, quantities and numbers may be referred to. Unless otherwise expressly stated, such quantities and numbers should not be considered limiting, but rather as examples of quantities or numbers that may be present in the context of this disclosure. In this context, the term "multiple" may also be used to refer to quantities or numbers in this disclosure. In this context, the term "multiple" means any number greater than one, such as two, three, four, five, etc. The terms "approximately," "about," "close to," etc., mean plus or minus 5% of the stated value.

[0142] Although one or more examples have been described and illustrated herein, those skilled in the art will be able to make equivalent changes and modifications upon reading and understanding the description and figures.

[0143] This document discloses example methods, apparatuses, systems, and articles of art that enable control of the SBW steering system during a collision event. Further examples and combinations thereof include the following: Example 1 includes an apparatus for controlling a steer-by-wire system of a vehicle, the apparatus including interface circuitry, machine-readable instructions, and at least one programmable circuit, the interface circuitry being communicatively coupled to a sensor, the at least one programmable circuit being configured to determine, based on output from the sensor, that a collision event has occurred in the vehicle, and based on whether the collision event has initiated the provision of a first wheel alignment signal to a road wheel actuator of the vehicle, the first wheel alignment signal corresponding to a first output torque of the road wheel actuator, and if the duration until the collision event is less than a threshold time, to provide a second wheel alignment signal to the road wheel actuator, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

[0144] Example 2 includes the device according to Example 1, wherein one or more of the at least one programmable circuitry are used to adapt the second wheel alignment signal with respect to a steering command.

[0145] Example 3 includes a device according to any one or more of Examples 1-2, wherein if the collision event has begun or if the duration until the collision event occurs is less than the threshold time, one or more of the at least one programmable circuitry are used to output a steering wheel positioning signal to a steering wheel actuator, wherein, based on the steering wheel positioning signal, the steering wheel actuator provides positioning torque to act on the steering wheel.

[0146] Example 4 includes the device according to Example 3, wherein, based on the steering wheel positioning signal, when the collision event has begun, a maximum positioning torque provided by the steering wheel actuator operating within the center alignment range of the steering wheel is requested.

[0147] Example 5 includes the device according to Example 4, wherein, based on the steering wheel positioning signal, a positioning torque corresponding to the steering wheel actuator is requested in the direction of the minimum angular difference between the actual steering wheel angle and the center alignment.

[0148] Example 6 includes a device according to any one or more of Examples 3-5, wherein the steering wheel actuator outputs a positioning torque acting on the steering wheel based on a received steering wheel positioning signal.

[0149] Example 7 includes a device according to any one or more of Examples 3-6, wherein one or more of the at least one programmable circuitry are used to cause axial movement of the steering wheel along an axial direction coupled to the steering column of the steering wheel based on the steering wheel positioning signal.

[0150] Example 8 includes the device according to Example 7, wherein the axial movement is initiated at a speed of at least 40 mm / s.

[0151] Example 9 includes a device according to any one or more of Examples 1-8, wherein the first wheel alignment signal corresponds to the maximum output torque corresponding to the road wheel actuator and acts at the location of a collision event of at least one steerable vehicle wheel, requesting the first wheel alignment signal within a predetermined time interval.

[0152] Example 10 includes a non-transitory machine-readable storage medium comprising instructions to cause programmable circuitry to determine, at least based on output from sensors, the occurrence of a collision event of a vehicle, based on whether the collision event has begun to provide a first wheel alignment signal to a road wheel actuator of the vehicle's steer-by-wire system, the first wheel alignment signal corresponding to a first output torque of the road wheel actuator, and to provide a second wheel alignment signal to the road wheel actuator if the duration of the collision event is less than a threshold time, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

[0153] Example 11 includes a non-transitory machine-readable storage medium according to Example 10, wherein the instructions cause one or more of the at least one programmable circuitry to adapt steering commands to the second wheel alignment signal.

[0154] Example 12 includes a device according to any one or more of Examples 10-11, wherein if the collision event has begun or if the duration until the collision event occurs is less than the threshold time, the instruction causes one or more of the at least one programmable circuitry to output a steering wheel positioning signal to a steering wheel actuator, wherein, based on the steering wheel positioning signal, the steering wheel actuator provides positioning torque to act on the steering wheel.

[0155] Example 13 includes a non-transitory machine-readable storage medium according to Example 12, wherein, based on the steering wheel positioning signal, if the collision event has begun, the instruction causes one or more of the at least one programmable circuitry to request the steering wheel actuator to have a maximum positioning torque within the center alignment range of the steering wheel.

[0156] Example 14 includes a non-transitory machine-readable storage medium according to Example 13, wherein, based on the steering wheel positioning signal, the instruction causes one or more requests in the at least one programmable circuit to provide a positioning torque corresponding to the steering wheel actuator in the direction of the minimum angular difference between the actual steering wheel angle and the center alignment.

[0157] Example 15 includes a device according to any one or more of Examples 12-14, wherein the instructions cause one or more of the at least one programmable circuitry to cause axial movement of the steering wheel along an axial direction coupled to the steering column of the steering wheel based on the steering wheel positioning signal.

[0158] Example 16 includes a device according to any one or more of Examples 10-15, wherein the first wheel alignment signal corresponds to the maximum output torque provided by the road wheel actuator and acting at the location of a collision event at at least one steerable vehicle wheel, and requests the first wheel alignment signal within a predetermined time interval.

[0159] Example 17 includes a method comprising determining, based on output from sensors, that a collision event has occurred in a vehicle, based on whether the collision event has begun to provide a first wheel alignment signal to a road wheel actuator of the vehicle's steer-by-wire system, the first wheel alignment signal corresponding to a first output torque of the road wheel actuator, and providing a second wheel alignment signal to the road wheel actuator if the duration of the collision event is less than a threshold time, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

[0160] Example 18 includes the method described in Example 17, including adapting the second wheel alignment signal to a steering command.

[0161] Example 19 includes the method according to any one or more of Examples 17-18, wherein the first wheel alignment signal is provided corresponding to the maximum output torque of the road wheel actuator requested to act at the location of a collision event at at least one steerable vehicle wheel, and the first wheel alignment signal is requested within a predetermined time interval.

[0162] Example 20 includes the method according to any one or more of Examples 17-19, including providing a steering wheel positioning signal to the steering wheel actuator if the collision event has begun or if the duration until the collision event occurs is less than the threshold time, wherein, based on the steering wheel positioning signal, the steering wheel actuator provides positioning torque to act on the steering wheel.

Claims

1. An apparatus for controlling a steer-by-wire system of a vehicle, the apparatus comprising: An interface circuit is communicatively coupled to the sensor; Machine-readable instructions; as well as At least one programmable circuit, said at least one programmable circuit being used for: The occurrence of a collision event in the vehicle is determined based on the output from the sensor; Based on whether the collision event has initiated the provision of a first wheel alignment signal to the road wheel actuators of the vehicle, the first wheel alignment signal corresponding to a first output torque of the road wheel actuators; and If the duration of the collision event is less than a threshold time, a second wheel alignment signal is provided to the road wheel actuator, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

2. The device of claim 1, wherein one or more of the at least one programmable circuitry are configured to adapt the second wheel alignment signal in relation to a steering command.

3. The device of claim 1, wherein if the collision event has begun or if the duration until the collision event occurs is less than the threshold time, one or more of the at least one programmable circuitry are configured to output a steering wheel positioning signal to the steering wheel actuator, wherein, Based on the steering wheel positioning signal, the steering wheel actuator provides positioning torque to act on the steering wheel.

4. The device according to claim 3, wherein, Based on the steering wheel positioning signal, when the collision event has begun, the maximum positioning torque provided by the steering wheel actuator, operating within the center alignment range of the steering wheel, is requested.

5. The device according to claim 4, wherein, Based on the steering wheel positioning signal, a positioning torque corresponding to the steering wheel actuator is requested in the direction of the minimum angular difference between the actual steering wheel angle and the center alignment.

6. The device according to claim 3, wherein the steering wheel actuator outputs a positioning torque acting on the steering wheel based on a received steering wheel positioning signal.

7. The device of claim 3, wherein one or more of the at least one programmable circuitry are used to cause axial movement of the steering wheel along the axial direction of the steering column coupled to the steering wheel based on the steering wheel positioning signal.

8. The device according to claim 7, wherein the axial movement is initiated at a speed of at least 40 mm / s.

9. The device of claim 1, wherein the first wheel alignment signal corresponds to the maximum output torque of the road wheel actuator and acts at the location of a collision event at at least one steerable vehicle wheel, and requests the first wheel alignment signal within a predetermined time interval.

10. A non-transitory machine-readable storage medium comprising instructions to cause a programmable circuit to at least: The occurrence of a vehicle collision event is determined based on the output from the sensors; Based on whether the collision event has initiated the provision of a first wheel alignment signal to the road wheel actuators of the vehicle's steer-by-wire system, the first wheel alignment signal corresponding to a first output torque of the road wheel actuators; and If the duration of the collision event is less than a threshold time, a second wheel alignment signal is provided to the road wheel actuator, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

11. The non-transitory machine-readable storage medium of claim 10, wherein the instructions cause one or more of the at least one programmable circuitry to adapt a steering command to the second wheel alignment signal.

12. The non-transitory machine-readable storage medium of claim 10, wherein if the collision event has begun or if the duration until the collision event occurs is less than the threshold time, the instruction causes one or more of the at least one programmable circuitry to output a steering wheel positioning signal to the steering wheel actuator, wherein, Based on the steering wheel positioning signal, the steering wheel actuator provides positioning torque to act on the steering wheel.

13. The non-transitory machine-readable storage medium according to claim 12, wherein, Based on the steering wheel positioning signal, if the collision event has already begun, the instruction causes one or more of the at least one programmable circuits to request the maximum positioning torque of the steering wheel actuator within the center alignment range of the steering wheel.

14. The non-transitory machine-readable storage medium according to claim 13, wherein, Based on the steering wheel positioning signal, the instruction causes one or more requests in the at least one programmable circuit to provide a positioning torque corresponding to the steering wheel actuator in the direction of the minimum angular difference between the actual steering wheel angle and the center alignment.

15. The non-transitory machine-readable storage medium of claim 12, wherein the instructions cause one or more of the at least one programmable circuitry to cause axial movement of the steering wheel along an axial direction coupled to the steering column of the steering wheel based on the steering wheel positioning signal.

16. The non-transitory machine-readable storage medium of claim 10, wherein the first wheel alignment signal corresponds to the maximum output torque provided by the road wheel actuator and acting at the location of a collision event at at least one steerable vehicle wheel, and the first wheel alignment signal is requested within a predetermined time interval.

17. A method comprising: The occurrence of a vehicle collision event is determined based on the output from the sensors; Based on whether the collision event has initiated the provision of a first wheel alignment signal to the road wheel actuators of the vehicle's steer-by-wire system, the first wheel alignment signal corresponding to a first output torque of the road wheel actuators; and If the duration of the collision event is less than a threshold time, a second wheel alignment signal is provided to the road wheel actuator, the second wheel alignment signal corresponding to a second output torque of the road wheel actuator, the second output torque being less than the first output torque.

18. The method of claim 17, further comprising adapting the second wheel alignment signal to a steering command.

19. The method of claim 17, wherein providing the first wheel alignment signal corresponds to requesting the maximum output torque of the road wheel actuator at the location of a collision event at at least one steerable vehicle wheel, and the first wheel alignment signal is requested within a predetermined time interval.

20. The method of claim 17, further comprising providing a steering wheel positioning signal to the steering wheel actuator if the collision event has begun or if the duration until the collision event occurs is less than the threshold time, wherein, Based on the steering wheel positioning signal, the steering wheel actuator provides positioning torque to act on the steering wheel.

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