Steer-by-wire steering system for a vehicle and method for operating a steer-by-wire steering system

Abstract

Steer-by-wire steering system (1) for a vehicle, comprising: a steering wheel unit (2), a wheel unit (3), and a communication connection (4) between the steering wheel unit (2) and the wheel unit (3), wherein the steering wheel unit (2) has a steering wheel angle sensor (7) for detecting a steering wheel angle (20) of a steering wheel (5) of the vehicle, a steering wheel actuator (8) for setting a steering wheel target torque (21) on the steering wheel (5) and a steering wheel control (9) for controlling the steering wheel actuator (8) at least on the basis of the steering wheel target torque (21), and wherein the wheel unit (3) has a steering sensor (10) for detecting at least one actual steering variable (22), at least one wheel actuator (11) for setting a steering target value (23) and a wheel control (12) for controlling the wheel actuator (11), characterized in that the wheel control (12) is further designed to calculate a virtual torsion bar torque (24) on the basis of the steering target value (23) and the steering actual value (22) and to control the wheel actuator (11) on the basis of the calculated virtual torsion bar moment (24), and to transmit the calculated virtual torsion bar torque (24) to the steering wheel unit (2) via the communication connection (4), wherein the steering wheel control (9) is further designed to calculate the steering wheel target torque (21) on the basis of the transmitted virtual torsion bar torque (24).

Description

[0001] The invention relates to a steer-by-wire steering system for a vehicle and a method for operating a steer-by-wire steering system.

[0002] Electromechanical steering systems are used in vehicles, especially motor vehicles. In addition to a mechanical connection between a steering wheel and the steerable wheels, a wheel actuator applies an assist torque depending on the steering torque applied to the steering wheel. If the wheel actuator fails, the vehicle can still be steered via the mechanical connection. The steering torque is detected by a torsion bar in the form of a torsion bar torque and used as an input value for a steering assist system, which then calculates the assist torque to be applied by the wheel actuator.

[0003] Steer-by-wire steering systems are also known in which there is no longer a mechanical connection between the steering wheel and the steerable wheels of the vehicle. These steer-by-wire steering systems comprise a steering wheel unit and a wheel unit, which are connected to each other via a communication link. A detected steering movement of the steering wheel is transmitted to the wheels by a wheel actuator, for example an electric motor. To enable haptic feedback from the wheels to the steering wheel even without the mechanical connection, and thus a realistic steering feel for the driver, the steering wheel unit comprises a steering wheel actuator, for example an electric motor, which can accelerate and brake the steering wheel by applying a corresponding torque.

[0004] DE 199 21 307 A1 discloses a steering system with at least one wheel actuator and at least one steering wheel actuator, wherein a control deviation between the setpoint and a controlled variable is transmitted to the driver via the steering wheel. DE 100 51 864 A1 also discloses a steer-by-wire steering system that transmits a control deviation to the driver via the steering wheel.

[0005] From DE 100 51 864 A1 a steering system is known which, with the aid of a setpoint specified by a driver via a steering handwheel, generates a controlled variable by at least one steering actuator, which is used together with a control deviation of the setpoint and the controlled variable to determine the steering torque applied to the steering handwheel, wherein a second control deviation, modified by a manipulation factor, is calculated, which always changes the steering torque in the direction of straight-ahead travel, which leads to a good return behavior of the steering handwheel.

[0006] Methods and devices for virtual torsion bar steering controls are known from US 2018 / 0 346 021 A1. A disclosed exemplary device includes a sensor associated with a steering system for measuring an operating angle of the steering system, a virtual torsion bar operatively coupled to the steering system, the virtual torsion bar calculating a control torque based on a demand angle and an operating angle, and a torque compensator for controlling an output torque of the steering system based on the control torque.

[0007] DE 10 2017 203 456 A1 discloses an operating method for a steer-by-wire steering system, which is configured with a steering gear module, a steering wheel module, and a bus connecting them. In this method, an actual position in the steering gear module is detected and a target position in the steering wheel module is adjusted in relation to the actual position in the steering gear module using an assignment rule. Also disclosed are a control unit for a steer-by-wire steering system, a steer-by-wire steering system as such, and a vehicle configured with a steer-by-wire steering system.

[0008] From US 2012 / 0 072 074 A1 a method for determining a target steering torque in a steering system is known.

[0009] The invention is based on the object of improving a steer-by-wire steering system and a method for operating a steer-by-wire steering system.

[0010] The object is achieved according to the invention by a steer-by-wire steering system having the features of patent claim 1 and a method having the features of patent claim 20. Advantageous embodiments of the invention emerge from the subclaims.

[0011] In particular, a steer-by-wire steering system for a vehicle is provided, comprising a steering wheel unit, a wheel unit, and a communication connection between the steering wheel unit and the wheel unit, wherein the steering wheel unit has a steering wheel angle sensor for detecting a steering wheel angle of a steering wheel of the vehicle, a steering wheel actuator for setting a steering wheel target torque on the steering wheel, and a steering wheel controller for controlling the steering wheel actuator at least based on the steering wheel target torque, and wherein the wheel unit has a steering sensor for detecting at least one actual steering variable, at least one wheel actuator for setting a steering target variable, and a wheel controller for controlling the wheel actuator, wherein the wheel controller is further configured to calculate a virtual torsion bar torque based on the steering target variable and the actual steering variable and to control the wheel actuator based on the calculated virtual torsion bar torque.and transmit the calculated virtual torsion bar torque to the steering wheel unit via the communication connection, wherein the steering wheel control is further configured to calculate the steering wheel target torque based on the transmitted virtual torsion bar torque.

[0012] Furthermore, a method for operating a steer-by-wire steering system is provided, wherein the steer-by-wire steering system comprises a steering wheel unit, a wheel unit, and a communication connection between the steering wheel unit and the wheel unit. The steering wheel unit has a steering wheel angle sensor for detecting a steering wheel angle of a steering wheel of the vehicle, a steering wheel actuator for setting a steering wheel target torque on the steering wheel, and a steering wheel controller for controlling the steering wheel actuator at least based on the steering wheel target torque. The wheel unit has a steering sensor for detecting at least one actual steering variable, at least one wheel actuator for setting a steering target variable, and a wheel controller for controlling the wheel actuator. The following steps are carried out: calculating a virtual torsion bar torque based on the steering target variable and the actual steering variable by means of the wheel controller.Controlling the wheel actuator based on the calculated virtual torsion bar torque using the wheel control, transmitting the calculated virtual torsion bar torque to the steering wheel unit via the communication connection, calculating the steering wheel target torque based on the transmitted virtual torsion bar torque using the steering wheel control.

[0013] The advantage of the invention is that a virtual torsion bar torque is calculated and provided. The calculated virtual torsion bar torque is then used to control the wheel actuator. This makes it possible to adopt and reuse structures of steering force assistance devices (hardware and / or software-based) already known and used in a conventional electromechanical steering system, which work with torsion bar torques as input values. This can save development costs and effort. Instead of a torsion bar torque measured on a torsion bar, the calculated virtual torsion bar torque is provided to the steering force assistance device as an input value. The steering force assistance device then calculates an engine torque to be applied by the wheel actuator based on the virtual torsion bar torque and known characteristic maps.

[0014] Furthermore, the calculated virtual torsion bar torque is also transmitted to the steering wheel unit, where it serves as the basis for calculating the desired steering wheel torque. By feeding back the virtual torsion bar torque, particularly good haptic feedback can be provided to the steer-by-wire steering system. The virtual torsion bar torque is implicitly present in the steer-by-wire steering system and makes it possible to dispense with complex physical models, such as those used in the state of the art, for example in the form of a rack and pinion observer. All information that determines steering feel in a conventional electromechanical steering system is contained in the virtual torsion bar torque. This includes both road surface irregularities and mechanical system friction. As a result, a particularly natural and familiar, and therefore particularly pleasant, haptic feedback can be provided on the steering wheel.

[0015] The actual steering value and the target steering value can be used, for example, in the form of an actual steering angle and a target steering angle, or in the form of an actual rack position and a target rack position. Conversions between the different representations are also possible; for example, a rack position can be converted into a steering angle and vice versa.

[0016] In particular, it is provided that a detected current steering wheel angle and a steering wheel angular velocity derived from the steering wheel angles are transmitted from the steering wheel unit to the wheel unit via the communication connection. The wheel unit calculates the steering target variable, for example, a target steering angle or a target rack position. In particular, the wheel unit transmits the calculated virtual torsion bar torque to the steering wheel unit.

[0017] Parts of the steer-by-wire steering system, in particular the steering wheel control and / or the wheel control, can be designed individually or collectively as a combination of hardware and software, for example as program code that is executed on a microcontroller or microprocessor.

[0018] In one embodiment, the wheel control is configured to calculate the virtual torsion bar torque based on an angular difference between a target steering angle specified by the steering wheel unit via a transmitted steering wheel angle and an actual steering angle derived from the detected actual steering variable. The virtual torsion bar torque is proportional to the angular difference, with a proportionality constant depending on the stiffness of the virtual torsion bar (in the simplest case: virtual torsion bar torque = stiffness * angular difference). The stiffness is, in particular, predetermined; for example, empirically determined values ​​for stiffness or values ​​of torsion bars in known electromechanical steering systems can be used. Manual specification or selection by a vehicle driver is also possible in principle.This allows the driver, for example, to select a preferred stiffness, which then affects the steering behavior and the haptic feedback. This enables a particularly simple and fast calculation of the virtual torsion bar torque. The stiffness is selected as high as possible, taking into account the condition that the control loop operates stably.

[0019] In a further embodiment, the wheel control is further configured to calculate a damping component of the virtual torsion bar torque based on an angular velocity difference between a steering wheel angular velocity transmitted by the steering wheel unit and a steering wheel angular velocity derived from detected actual steering variables. The angular velocity difference expresses a relative velocity. The damping component corresponds to the friction occurring in the steer-by-wire steering system. In the simplest case, the damping torque is proportional (simple proportionality factor) to this relative velocity. As an alternative to a constant proportionality factor, a characteristic curve can also be used to account for nonlinear effects. By taking the damping component into account, the haptic feedback can be further improved.

[0020] In a further embodiment, it is provided that the wheel control is further configured to transmit the calculated damping component and a steering wheel angular velocity used by the wheel control to the steering wheel unit, wherein the steering wheel unit is further configured to correct the transmitted virtual torsion bar torque based on the transmitted damping component and a steering wheel angular velocity derived from currently detected steering wheel angles and the transmitted steering wheel angular velocity used. In particular, it is provided that the transmitted damping component is updated in the steering wheel control based on a current steering wheel angle. This makes it possible to compensate for delays caused by the transmission and calculation.A difference in the steering wheel angular speeds used, transmitted from the wheel unit to the steering wheel unit, and a current steering wheel angular speed determined in the steering wheel unit are used to calculate a difference in the steering wheel angular speeds, i.e., a relative angular speed. From this difference, the damping component is calculated in the steering wheel unit, as already described above. The transmitted damping component and the damping component calculated in the steering wheel unit can be compared to subsequently provide an updated damping component of the damping torque. The updated damping component is then used to correct the virtual torsion bar torque. The advantage is that this can reduce a controller deviation in a steering wheel torque controller of the steering wheel control used to regulate the steering wheel target torque to be applied by the steering wheel actuator.The steering wheel torque controller can then be better parameterized within its stability limits. In particular, this approach reduces the dead time of the steer-by-wire steering system, allowing a greater gain to be set in the steer-by-wire steering system, which operates as a control loop, thus reducing control deviation. This leads to better steering behavior, a smaller phase delay between the steering wheel and wheel movement, and a more consistent and smoother signal curve of the torque at the steering wheel. Haptic feedback at the steering wheel and thus the steering feel experienced by the driver can be improved this way. In particular, the steering feel of a conventional electromechanical steering system can be simulated. The steering wheel angular velocity used here is in particular the steering wheel angular velocity, possibly post-processed, that was used by the wheel control for control.

[0021] In one embodiment, the steering wheel unit, the wheel unit, and the communication connection are further configured to perform asynchronous communication with different selected cycle times. This can prevent or at least reduce any possible oscillations in the signal chain. For example, the steering wheel unit can provide and / or transmit the respective values ​​with a cycle time of 800 µs, and the wheel unit can provide and / or transmit the respective values ​​with a cycle time of 1.2 ms, for example, by executing or calling corresponding software tasks with these cycle times.

[0022] In one embodiment, the wheel unit is further configured to interpolate at least the steering wheel angles and / or the steering wheel angular velocities transmitted by the steering wheel unit over time, and / or the steering wheel unit is configured to interpolate at least the virtual torsion bar torques transmitted by the wheel unit and / or the transmitted steering wheel angular velocities used over time. This allows continuous signals to be generated and provided over time.

[0023] In one embodiment, it is provided that the steering wheel unit is further designed to determine a transmission delay occurring in each case before the transmission and to likewise transmit the respectively determined transmission delay, wherein the wheel unit is further designed to interpolate at least steering wheel angles and / or transmitted steering wheel angular velocities transmitted by the steering wheel unit on the basis of the respectively transmitted transmission delay and / or that the wheel unit is further designed to determine a transmission delay occurring in each case before the transmission and to likewise transmit the respectively determined transmission delay, wherein the steering wheel unit is further designed to interpolate at least virtual torsion bar torques transmitted by the wheel unit and / or transmitted used steering wheel angular velocities on the basis of the respectively transmitted transmission delay.Interpolation here should in particular refer to interpolation to a specified point in time or a specified point in time in a (regular) time grid. The transmission delay comprises the entire signal propagation time from the detection or calculation of a value to be transmitted until the point in time at which the value is transmitted in the form of a message over the communication connection. The transmission delay can be determined, for example, by detecting or reading time stamps of a system time of the respective controllers. For this purpose, a difference is formed between the time stamps of a transmission time and a provision time at which the transmitted value was calculated or detected. It can be provided that the transmission delay is sent with the same message, whereby the transmission delay is estimated in this case, since the actual transmission time can only be made available after the message has been transmitted.However, it can also be specified that the transmission delay is only transmitted with the next, subsequent message. On the respective remote side, the respectively transmitted value is then interpolated based on the respectively determined transmission delay, so that the values ​​are available in a regular time grid and fluctuations can be compensated for. The interpolation leads to a smoothed and unadulterated curve of the respective values, so that further processing of the values ​​in the steering wheel control or wheel control can take place with a smoothed and unadulterated signal. Furthermore, this eliminates the need for filters to smooth the signals, which always lead to a time delay that has a negative impact on stability, steering behavior and phase position of the steer-by-wire steering system. In the simplest case, linear interpolation is used.However, more complex interpolation methods can also be used, such as interpolation using higher-order polynomials, piecewise interpolation (e.g. spline interpolation), etc.

[0024] In a further embodiment, the steering wheel control is configured to control the steering wheel actuator to actively return the steering wheel. In particular, the aim is to ensure that a torque is always applied to the steering wheel, returning the steering wheel to a straight-ahead or centered position.

[0025] In one embodiment, the wheel control is configured to control the wheel actuator to actively return at least one wheel. This also allows the at least one wheel, in particular all steerable wheels, to be guided back to a straight-ahead or centered position.

[0026] In a further embodiment, it is provided that the steering wheel control and the wheel control are each designed to proportionally control the steering wheel actuator for actively resetting the steering wheel and the wheel actuator for actively resetting at least one wheel. Due to a strong dependence on a manual torque applied to the steering wheel, or in a controlled system on a target torque, the active resetting function leads to the steering wheel unit or an actual steering wheel variable leading in relation to the wheel unit or the actual steering variable. Only by means of a controller in the wheel control, which regulates in particular on the basis of an angular difference between a target steering angle and an actual steering angle, is an error that has occurred minimized.However, the time required can be milliseconds, and an active reset function applied exclusively in the wheel unit can lead to unstable behavior, particularly vibrations. To minimize this influence, for example, active reset can be carried out half in the steering wheel unit and half in the wheel unit. This can minimize both a possible phase shift and one-sided excitation. In particular, this can further improve steering feel, as active reset in the wheel unit can act as feedforward control, leading to particularly rapid vehicle response. In particular, an output force of the active reset is transmitted to the vehicle driver via the virtual torsion bar torque as part of the feedback to the steering wheel unit.The other component, the active return in the steering wheel unit, ensures a harmonious and direct response. The pre-control component results in a higher stability reserve and greater flexibility in selecting gain factors in the system.

[0027] In one embodiment, the active reset can be calculated in the wheel control or the steering wheel control. A respective output value for the active reset is then transmitted via the communication connection to the other control and implemented there. A calculation of a component (e.g., 50% of an amplitude) can then be performed before or after transmission.

[0028] In a further refinement, a respective portion of the active reset function is adjustable. This allows the effect of the active reset function on the response and feel of the steer-by-wire system to be adjusted.

[0029] In a further embodiment, the communication connection is designed as a Controller Area Network (CAN) bus, FlexRay bus, or CAN FD bus. In particular, in a preferred embodiment, the communication connection is designed as a CAN FD bus. Since this provides a high data transmission rate, haptic feedback of the steer-by-wire steering system can be improved, as current virtual torsion bar torques can be transmitted at a high clock rate.

[0030] In one embodiment, the wheel control system comprises a friction compensation device and / or an inertia compensation device and / or a stability and dynamics device. In particular, due to the described steer-by-wire steering system, existing structures from conventional electromechanical steering systems can be adopted, thereby saving development costs.

[0031] In one embodiment, it is provided that the wheel control is further configured to calculate the virtual torsion bar torque based on at least one further input variable. In particular, it can be provided to adapt a stiffness and / or a damping or a damping constant for the model of the virtual torsion bar used in calculating the virtual torsion bar torque. As a result, the steering behavior and the haptic feedback can be influenced, in particular dynamically. Input variables can include, for example, a vehicle speed, a road friction coefficient, or a selection of a driving mode or sport setting, in particular for adapting a response behavior and / or a steering feel.

[0032] In one embodiment, the wheel control system includes a pilot control. This allows for improved control of the actual steering variable in the wheel control system. In particular, the stability of the steer-by-wire steering system can be increased, as large control errors and subsequent overshoot can be avoided. In particular, this allows for a reduced controlled component of an output variable (e.g., a rack force), so that a lower control gain can be achieved, which in turn increases the stability of the steer-by-wire steering system.

[0033] In a further embodiment, the steering wheel unit comprises at least one torque sensor, wherein the torque sensor is arranged and configured to detect an actual steering wheel torque at the steering wheel, and the pilot control is configured to take into account at least the detected actual steering wheel torque transmitted via the communication connection during the pilot control. This allows the control of the actual steering variable to be further improved.

[0034] In one embodiment, the wheel unit is further configured to convert the calculated virtual torsion bar torque into a rack force and to transmit the calculated rack force via the communication link, wherein the steering wheel unit is further configured to calculate the steering wheel target torque based on the transmitted rack force. This allows the steer-by-wire steering system to be integrated into existing steering systems in which a rack force in the steering wheel unit serves as feedback from the wheel unit. In particular, this enables the continued use of existing electronic circuits and / or software modules that use the rack force as feedback, thus enabling cost savings.It can be provided that the transmitted rack force is converted back into a (virtual) torque in the steering wheel unit, in particular in the steering wheel control. The conversions are performed, in particular, by means of the steering wheel control or the wheel control.

[0035] In one embodiment, the steering wheel unit and / or the wheel unit have at least one interface for adjusting a steering ratio and / or for connecting to at least one driver assistance system. This allows the sensitivity of the steer-by-wire steering system to be adjusted. In particular, adjusting the steering ratio via the at least one interface enables adjustment depending on further parameters, so that the steering ratio can be adjusted, for example, depending on the situation and / or the driver. The at least one interface for the at least one driver assistance system, in contrast, enables partially automated or automated control or regulation of the vehicle's lateral guidance.

[0036] In a further embodiment, it is provided that both the steering wheel unit and the wheel unit each have at least one interface for connecting to at least one driver assistance system, wherein the steering wheel unit and the wheel unit are further configured such that control via the interface can be carried out proportionally by means of the at least one driver assistance system. By proportionally distributing the control, the stability of the steer-by-wire steering system can be further improved. Since target variables are specified (in each case proportionally) at both the steering wheel unit and the wheel unit, there are virtually no delays in synchronizing the steering wheel with the steerable wheels.

[0037] Further features of the method design are described in the description of the steer-by-wire steering system designs. The advantages of the method are the same as those of the steer-by-wire steering system designs.

[0038] The invention will be explained in more detail below using preferred embodiments with reference to the figures. Fig. 1 a schematic representation of a steer-by-wire steering system; Fig. 2 is a schematic representation of an embodiment of the steer-by-wire steering system for a vehicle; Fig. 3 is a schematic representation of another embodiment of the steer-by-wire steering system for a vehicle; Fig. 4 is a schematic representation of another embodiment of the steer-by-wire steering system for a vehicle; Fig. 5 a support characteristic curve in the form of a characteristic map; Fig. 6 a support characteristic curve in the form of a characteristic map; Fig. 7 is a schematic representation of another embodiment of the steer-by-wire steering system for a vehicle; Fig. 8 is a schematic representation of another embodiment of the steer-by-wire steering system for a vehicle; Fig. 9 is a schematic representation of another embodiment of the steer-by-wire steering system for a vehicle; Fig. 10 is a schematic diagram of another embodiment of the steer-by-wire steering system for a vehicle; Fig. 11 is a schematic representation of another embodiment of the steer-by-wire steering system for a vehicle.

[0039] In Fig. Figure 1 shows a schematic representation of a steer-by-wire steering system 1 for a vehicle. The steer-by-wire steering system 1 comprises a steering wheel unit 2, a wheel unit 3, and a communication link 4. The steering wheel unit 2 and the wheel unit 3 can communicate with each other via the communication link 4 and, for example, exchange target values ​​and actual values. There is no mechanical connection between a steering wheel 5 and the wheels 6.

[0040] In Fig. Figure 2 shows a schematic representation of an embodiment of the steer-by-wire steering system 1 for a vehicle. The steer-by-wire steering system 1 comprises a steering wheel unit 2, a wheel unit 3, and a communication connection 4. The communication connection 4 is preferably in the form of a CAN FD bus.

[0041] The steering wheel unit 2 has a steering wheel angle sensor 7 for detecting a steering wheel angle 20 of a steering wheel 5 of the vehicle, a steering wheel actuator 8 for setting a steering wheel target torque 21 on the steering wheel 5, and a steering wheel controller 9 for controlling the steering wheel actuator 8 based at least on the steering wheel target torque 21. The steering wheel unit 2 transmits the detected steering wheel angle 20 and a steering wheel angular velocity 28 derived therefrom via the communication connection 4.

[0042] The wheel unit 3 has a steering sensor 10 for detecting at least one actual steering value 22, at least one wheel actuator 11 for setting a desired steering value 23 and a wheel control 12 for controlling the wheel actuator 11. A steering angle of the wheels 6 ( Fig. 1) is adjusted in the illustrated embodiment by means of a rack 50, which can be moved and positioned, for example, via a pinion by the wheel actuator 11. As the actual steering variable 22, a rack position or a steering angle can be detected, for example, and fed to the wheel control 12. The specific embodiment, in which the wheels are steered by means of a rack 50, is chosen merely as an example. In principle, the steering angle at the wheels can also be adjusted in other ways.

[0043] The wheel control 12 further comprises a torsion bar torque calculation device 13 and a steering force assistance device 14. The torsion bar torque calculation device 13 calculates a virtual torsion bar torque 24 based on the steering target variable 23 and the steering actual variable 22. A stiffness 29 of the virtual torsion bar is specified externally. Alternatively, the stiffness 29 can also be calculated or derived by the torsion bar torque calculation device 13 based on at least one further input variable 30.

[0044] The wheel control 12 calculates the virtual torsion bar torque 24, in particular based on an angle difference between a target steering angle 25 specified by the steering wheel unit 2 via a transmitted steering wheel angle 20 and an actual steering angle 26 derived from the detected actual steering variable 22. The conversion of the steering wheel angle 20 into the target steering angle 25 takes place in a conversion device 15 set up for this purpose. The conversion of the actual steering variable 22 into the actual steering angle 26 takes place in a conversion device 16 set up for this purpose.

[0045] The wheel control 12 then controls the wheel actuator 11 via the steering force assistance device 14 by outputting a target engine torque 27. This is done based on the calculated virtual torsion bar torque 24. This allows existing steering force assistance structures, such as those known from conventional electromechanical steering systems, to be reused. For example, characteristic curves of a conventional electromechanical steering system can be retained. This enables cost-effective reuse of existing structures.

[0046] In addition, the wheel control 12 transmits the calculated virtual torsion bar torque 24 to the steering wheel unit 2 via the communication connection 4. The steering wheel control 9 of the steering wheel unit 2 then calculates the steering wheel target torque 21 based on the transmitted virtual torsion bar torque 24. Since the control deviation of the steer-by-wire steering system 1 expressed in the form of the virtual torsion bar torque 24 includes all information of the steer-by-wire steering system 1, haptic feedback on the steering wheel 5 can be improved as a result.

[0047] It can be provided that a damping component or a damping moment of the virtual torsion bar is additionally calculated from an angular velocity difference.

[0048] Parts of the steer-by-wire steering system 1, in particular the steering wheel control 9 and / or the wheel control 12, can be designed individually or collectively as a combination of hardware and software, for example as program code that is executed on a microcontroller or microprocessor.

[0049] In Fig. Figure 3 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The steer-by-wire steering system 1 shown is in principle similar to the Fig. 2, the same reference numerals denote the same features and terms.

[0050] An angular difference 46 between a target steering angle specified by the steering wheel unit 2 via a transmitted steering wheel angle 20 and an actual steering angle derived from the detected actual steering variable 22, as well as an associated angular velocity difference 47, are calculated in the embodiment shown by means of a difference calculation device 45. The differences 46, 47 are then fed to the torsion bar torque calculation device 13 to calculate the virtual torsion bar torque 24.

[0051] It can be provided that in the torsion bar torque calculation device 13, a damping component or a damping torque of the virtual torsion bar is additionally calculated from the angular velocity difference 47. It is then provided that the wheel control 12 transmits the calculated damping component 37 and a steering wheel angular velocity 33 used by the wheel control 12 to the steering wheel unit 2 via the communication connection 4. The steering wheel unit 2 further has a correction value calculation device 38 and a correction device 39, which correct the transmitted virtual torsion bar torque 24 based on the transmitted damping component 37 and the steering wheel angular velocity 28 derived from currently detected steering wheel angles 20 and the transmitted used steering wheel angular velocity 33.

[0052] In the embodiment shown, the steering wheel control 9 and the wheel control 12 each further comprise interpolation devices 17, 18. The interpolation device 18 of the wheel control 12 interpolates steering wheel angles 20 and steering wheel angular velocities 28 transmitted from the steering wheel unit 2 to the wheel unit 3 based on a determined transmission delay 31 to predetermined, in particular regularly spaced, points in time. The interpolation can be, for example, a linear interpolation. However, other interpolation methods can also be used. The transmission delay 31 is determined by the steering wheel control 9 and also transmitted to the wheel unit 3.The interpolation device 17 of the steering wheel control 9 interpolates virtual torsion bar torques 24 transmitted from the wheel unit 3 to the steering wheel unit 2 and transmitted used steering wheel angular velocities 33 based on a determined transmission delay 41 to predetermined, in particular regularly spaced, points in time. The transmission delay 41 is determined by the wheel control 12 and also transmitted to the steering wheel unit 2. By interpolating the respective values, temporal fluctuations during processing and transmission can be compensated, so that a smoothed signal flow can be provided. This leads to improved steering behavior and, in particular, to improved haptic feedback on the steering wheel 5.

[0053] It can further be provided that the steering wheel control 9 has a reset device 19 which controls the steering wheel actuator 8 for actively returning the steering wheel 5, in particular in the direction of a straight-ahead or center position.

[0054] The torques provided by the reset device 19 and the correction device 39 are summed in a summer 43 and set by means of a steering wheel torque controller 44 in the form of a steering wheel target torque 21 on the steering wheel actuator 8.

[0055] It can further be provided that the wheel control 12 comprises a friction compensation device 34, an inertia compensation device 35, and / or a stability and dynamics device 36. These devices 34, 35, 36 are known per se from conventional electromechanical steering systems and act in a known manner in the steer-by-wire steering system 1. The respective output signals, i.e., the respectively calculated target engine torques for the wheel actuator 11, are summed in a summer 42 to form a target engine torque 27. Input signals for the friction compensation device 34 and the inertia compensation device 35 can be derived from the steering wheel angular velocity 28 transmitted from the steering wheel unit 2 to the wheel unit 3 by means of a conversion device 48, for example, to provide a rack speed.

[0056] In Fig. Figure 4 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The steer-by-wire steering system 1 is basically like the Fig. 1 shown embodiment. In the Fig. Figure 4 schematically illustrates only one controller structure of the steer-by-wire steering system 1 for the steering wheel unit 2 and the wheel unit 3. The controller structure shown is implemented in particular in the wheel control 12.

[0057] A steering target value is adjusted by means of an angle controller 60, for example, based on a steering wheel angle 20 detected in the steering wheel unit 2, using an actual steering angle 26. A rack position detected on a rack as an actual steering value 22 is converted into the actual steering angle 26 in a conversion device 62. In order to particularly reduce a control component and thereby increase a stability reserve, a pilot control 61 is additionally provided in parallel.

[0058] A virtual torsion bar moment 24 calculated by the angle controller 60 from an angle difference is converted by a further conversion device 63 into a rack force 64 (unit Newton), which is used to position the rack. For this purpose, a support characteristic curve 70 in the form of a characteristic map is used, which is shown schematically in the Fig. 5. In particular, a vehicle speed of 90 is taken into account. The virtual torsion bar torque 24 (unit Newton meters) serves as the basis for the speed-dependent assistance characteristic curve 70.

[0059] The virtual torsion bar torque 24 specified by the angle controller 60 is used for feedback via the communication connection 4 (cf. Fig. 1) is transmitted to the steering wheel unit 2. Beforehand, the virtual torsion bar torque 24 is inverted by means of an inverting device 65.

[0060] An advantage of this embodiment is that stable control of the steering angle of the steerable wheels is possible. Furthermore, due to the pilot control 61, amplification at low vehicle speeds (approximately 0 to 15 km / h) can be reduced without negatively impacting the steering feel, since a less rapid response is required than at higher speeds. This is shown schematically in the Fig. 6. This shows the assistance characteristic curve 70 as a function of a control error 66 (with the unit "degrees") at various vehicle speeds. A reduction (or adjustment) of the gain is clearly visible in the range from 0 to 15 km / h.

[0061] The Fig. The assistance characteristic curve 70 shown in Figure 5 corresponds to a typical steering assistance function in an electromechanical power steering system (Electronic Power Steering). Due to the flat gradient from the zero position, a stable system can be realized that can respond quickly to changes in the torque input signal (i.e., the virtual torsion bar torque 24), resulting in good feedback even at high excitation frequencies.

[0062] In Fig. Figure 7 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The embodiment is basically like the one shown in Fig. 7 shown embodiment, the same reference numerals denote the same terms and features.

[0063] In addition, the steer-by-wire steering system 1 has a return device 19 for active return, which ensures that the steering wheel in the steering wheel unit 2 is actively returned to a straight-ahead or center position. In particular, a vehicle speed of 90° is taken into account.

[0064] In Fig. Figure 8 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The embodiment is basically like the one shown in Fig. 4 shown embodiment, the same reference numerals denote the same terms and features.

[0065] In addition, the steer-by-wire steering system 1 has interpolation devices 17, 18. The interpolation device 17 is designed to interpolate at least virtual torsion bar torques 24 transmitted by the wheel unit 3 over time. The interpolation device 18 is designed to interpolate at least steering wheel angles 20 and / or steering wheel angular velocities transmitted by the steering wheel unit 2 over time. This allows continuous signals to be generated and provided over time.

[0066] It can further be provided that the steering wheel unit 2, the wheel unit 3, and the communication link 4 are further configured to carry out asynchronous communication with different selected cycle times. This can prevent or at least reduce any possible oscillations in the signal chain. For example, the provision and / or transmission of the respective values ​​by the steering wheel unit 2 can occur with a cycle time of 800 µs, and the provision and / or transmission of the respective values ​​by the wheel unit 3 can occur with 1.2 ms, for example by executing or calling corresponding software tasks with these cycle times.

[0067] In Fig. Figure 9 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The embodiment is basically like the one shown in Fig. 8, the same reference numerals denote the same terms and features.

[0068] Additionally, this embodiment provides that, in order to transmit the calculated virtual torsion bar torque 24, it is converted into a rack force 64, and the calculated rack force 64 is transmitted via the communication link 4. The steering wheel target torque is then calculated based on the transmitted rack force 64. In particular, the virtual torsion bar torque 24 is (again) calculated from the rack force 64. The conversion takes place in the wheel unit 3 by means of the conversion device 63 and in the steering wheel unit 2 by means of a conversion device 67.

[0069] In Fig. 10 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The embodiment is basically like the one shown in Fig. 8, the same reference numerals denote the same terms and features.

[0070] In addition, it is provided that the wheel unit 3 has an interface 80 for setting a steering ratio 81 and an interface 82, 83 for connecting to at least one driver assistance system.

[0071] In Fig. 11 shows a schematic representation of another embodiment of the steer-by-wire steering system 1 for a vehicle. The embodiment is basically like the one shown in Fig. 10 shown embodiment, the same reference numerals denote the same terms and features.

[0072] Additionally, it is provided that the steering wheel control 9 and the wheel control 12 are each configured to proportionally perform a control for actively resetting the steering wheel (not shown) and a control for actively resetting the at least one steerable wheel. In addition to the resetting device 19, the steer-by-wire steering system 1 therefore has a further resetting device 89 in the wheel unit 3. The proportions can, for example, each be 50% or can be selected differently. List of reference symbols 1 steer-by-wire steering system 2 steering wheel unit 3 wheel unit 4 Communication connection 5 Steering wheel 6 wheel 7 Steering wheel angle sensor 8 Steering wheel actuator 9 Steering wheel control 10 Steering sensor 11 Wheel actuator 12 Wheel steering 13 Torsion bar moment calculation device 14 Power steering system 15 Conversion device 16 Conversion device 17 Interpolation device 18 Interpolation device 19 Provision facility 20 steering wheel angle 21 Steering wheel target torque 22 Actual steering size 23 Steering target value 24 virtual torsion bar moment 25 Target steering angle 26 Actual steering angle 27 Target engine torque 28 Steering wheel angular speed 29 Stiffness 30 input variables 31 Transmission delay 33 used steering wheel angular speed 34 Friction compensation device 35 Inertia compensation device 36 Stability and dynamics device 37 Damping component 38 Correction value calculation device 39 Correction device 41 Transmission delay 42 summators 43 summators 44 Steering wheel torque controller 45 Difference calculation device 46 Angle difference 47 Angular velocity difference 48 Conversion device 50 rack 60 angle regulators 61 Feedforward control 62 Conversion device 63 Conversion device 64 Rack force (unit Newton) 65 Inverting device 66 rule errors 70 support characteristic curve 80 Interface (steering ratio) 81 steering ratio 82 Interface (driver assistance system) 83 Interface (driver assistance system) 89 Reset device 90 vehicle speed

Claims

[1] Steer-by-wire steering system (1) for a vehicle, comprising: a steering wheel unit (2), a wheel unit (3), and a communication connection (4) between the steering wheel unit (2) and the wheel unit (3), wherein the steering wheel unit (2) has a steering wheel angle sensor (7) for detecting a steering wheel angle (20) of a steering wheel (5) of the vehicle, a steering wheel actuator (8) for setting a steering wheel target torque (21) on the steering wheel (5) and a steering wheel control (9) for controlling the steering wheel actuator (8) at least on the basis of the steering wheel target torque (21), and wherein the wheel unit (3) has a steering sensor (10) for detecting at least one actual steering variable (22), at least one wheel actuator (11) for setting a steering target value (23) and a wheel control (12) for controlling the wheel actuator (11), characterized by , that the wheel control (12) is further designed to calculate a virtual torsion bar torque (24) on the basis of the steering target value (23) and the steering actual value (22) and to control the wheel actuator (11) on the basis of the calculated virtual torsion bar moment (24), and to transmit the calculated virtual torsion bar torque (24) to the steering wheel unit (2) via the communication connection (4), wherein the steering wheel control (9) is further designed to calculate the steering wheel target torque (21) on the basis of the transmitted virtual torsion bar torque (24). [2] Steer-by-wire steering system (1) according to claim 1, characterized byin that the wheel control (12) is designed to calculate the virtual torsion bar moment (24) on the basis of an angular difference between a target steering angle (25) predetermined by the steering wheel unit (2) via a transmitted steering wheel angle (20) and an actual steering angle (26) derived from the detected actual steering variable (22). [3] Steer-by-wire steering system (1) according to claim 1 or 2, characterized by in that the wheel control (12) is further designed to calculate a damping component (37) of the virtual torsion bar torque (24) on the basis of an angular velocity difference between a steering wheel angular velocity (28) transmitted by the steering wheel unit (2) and a steering wheel angular velocity derived from detected actual steering variables (22). [4] Steer-by-wire steering system (1) according to claim 3, characterized byin that the wheel control (12) is further designed to transmit the calculated damping component (37) and a steering wheel angular speed (33) used by the wheel control (12) to the steering wheel unit (2), wherein the steering wheel unit (2) is further designed to correct the transmitted virtual torsion bar torque (24) on the basis of the transmitted damping component (37) and a steering wheel angular speed (28) derived from currently detected steering wheel angles (20) and the transmitted used steering wheel angular speed (33). [5] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the steering wheel unit (2), the wheel unit (3) and the communication connection (4) are further designed to carry out asynchronous communication with different selected cycle times. [6] Steer-by-wire steering system (1) according to one of the preceding claims, characterized byin that the wheel unit (3) is further designed to interpolate at least steering wheel angles (20) and / or transmitted steering wheel angular velocities (28) transmitted by the steering wheel unit (2) over time; and / or wherein the steering wheel unit (2) is designed to interpolate at least virtual torsion bar moments (24) transmitted by the wheel unit (3) and / or transmitted used steering wheel angular velocities (33) over time. [7] Steer-by-wire steering system (1) according to one of the preceding claims, characterized byin that the steering wheel unit (2) is further designed to determine a transmission delay (31) occurring in each case before the transmission and to likewise transmit the respectively determined transmission delay (31), wherein the wheel unit (3) is further designed to interpolate at least steering wheel angles (20) and / or transmitted steering wheel angular velocities (28) transmitted by the steering wheel unit (2) on the basis of the respectively transmitted transmission delay (31) and / or in that the wheel unit (3) is further designed to determine a transmission delay (41) occurring in each case before the transmission and to likewise transmit the respectively determined transmission delay (41), wherein the steering wheel unit (2) is further designed to interpolate at least virtual torsion bar moments (24) transmitted by the wheel unit (3) and / or transmitted used steering wheel angular velocities (33) on the basis of the respectively transmitted transmission delay (41). [8] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the steering wheel control (9) is designed to control the steering wheel actuator (8) for actively resetting the steering wheel (5). [9] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the wheel control (12) is designed to control the wheel actuator (11) for actively resetting at least one wheel. [10] Steer-by-wire steering system (1) according to claims 8 and 9, characterized by that the steering wheel control (9) and the wheel control (12) are each designed in such a way as to proportionally control the steering wheel actuator (8) for actively resetting the steering wheel (5) and the wheel actuator (11) for actively resetting the at least one wheel. [11] Steer-by-wire steering system (1) according to claim 10, characterized by that a respective portion of the active reset can be adjusted. [12] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the communication connection (4) is designed as a Controller Area Network (CAN) bus or FlexRay bus or CAN FD bus. [13] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the wheel control (12) comprises a friction compensation device (34) and / or a Inertia compensation device (35) and / or a stability and dynamics device (36). [14] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the wheel control (12) is further designed to calculate the virtual torsion bar torque (24) on the basis of at least one further input variable. [15] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the wheel control (12) has a pilot control (61). [16] Steer-by-wire steering system (1) according to claim 15, characterized by in that the steering wheel unit (2) has at least one torque sensor, wherein the torque sensor is arranged and designed to detect an actual steering wheel torque on the steering wheel (5), wherein the pilot control (61) is designed to take into account at least the detected actual steering wheel torque transmitted via the communication connection (4) during the pilot control. [17] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by in that the wheel unit (3) is further designed to convert the calculated virtual torsion bar torque (24) into a rack force (64) and to transmit the calculated rack force (64) via the communication connection (4), wherein the steering wheel unit (2) is further designed to calculate the steering wheel target torque (21) on the basis of the transmitted rack force (64). [18] Steer-by-wire steering system (1) according to one of the preceding claims, characterized by that the steering wheel unit (2) and / or the wheel unit (3) have at least one interface (80, 82, 83) for setting a steering ratio and / or for connecting to at least one driver assistance system. [19] Steer-by-wire steering system (1) according to claim 18, characterized by that both the steering wheel unit (2) and the wheel unit (3) each have at least one interface (82, 83) for connection to at least one driver assistance system, wherein the steering wheel unit (2) and the wheel unit (3) are further designed such that control via the interface (82, 83) can be carried out partially by means of the at least one driver assistance system. [20] Method for operating a steer-by-wire steering system (1), wherein the steer-by-wire steering system (1) comprises a steering wheel unit (2), a wheel unit (3) and a communication connection (4) between the steering wheel unit (2) and the wheel unit (3), wherein the steering wheel unit (2) comprises a steering wheel angle sensor (7) for detecting a steering wheel angle (20) of a steering wheel (5) of the vehicle, a steering wheel actuator (8) for setting a steering wheel target torque (21) on the steering wheel (5) and a steering wheel control (9) for controlling the steering wheel actuator (8) at least on the basis of the steering wheel target torque (21), and wherein the wheel unit (3) has a steering sensor (10) for detecting at least one actual steering value (22), at least one wheel actuator (11) for setting a desired steering value (23) and a wheel control (12) for controlling the wheel actuator (11), characterized by , that the following steps must be carried out: - Calculating a virtual torsion bar torque (24) based on the steering target value (23) and the steering actual value (22) by means of the wheel control (12), - controlling the wheel actuator (11) on the basis of the calculated virtual torsion bar moment (24) by means of the wheel control (12), - transmitting the calculated virtual torsion bar torque (24) to the steering wheel unit (2) via the communication connection (4), - Calculating the steering wheel target torque (21) on the basis of the transmitted virtual torsion bar torque (24) by means of the steering wheel control (9).

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