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

Abstract

The disclosure generally relates to a method (32) for operating a vehicle (10) with an electronic steering system (12) and to an electronic steering system (12) for a vehicle (10). The electronic steering system (12) has at least a first steering system component (14A) and a second steering system component (14B). The second steering system component (14B) is redundant to the first steering system component (14A). A fault in one of the first and second steering system components (14A) is detected. A remaining steering system range of the vehicle (10), for which the vehicle (10) can continue to be operated with the other of the first and second steering system components (14B), is determined. Range information is adapted based on the remaining steering system range and at least one comparison of the remaining steering system range with a remaining battery range of the vehicle (10).Adapted range information is issued to the driver of the vehicle (10) via a notification.

Description

[0001] The disclosure generally relates to a method for operating a vehicle with an electronic steering system and an electronic steering system.

[0002] Electronic steering systems are an emerging steering technology in which the mechanical connection between the steering wheel and the road wheel is eliminated and replaced by two actuators: one actuator that generates torque to provide feedback to the driver (at the steering wheel), and one wheel actuator that controls the road wheels to the desired position.

[0003] Since a system failure could potentially lead to a loss of steering capability, redundant systems are used. However, after an initial failure of the first component, a failure of the second component, intended for redundancy, could then lead to a complete loss of steering capability. To ensure the reliability of the steering system, current approaches limit the continued operation of the remaining system after the failure of the first component. In this context, it is known to reduce the vehicle's speed (see, e.g., US 11,780,493 B2, US 11,192,581 B2, US 2023 / 0406405 A1, and EP 1 650 104 A1) or to implement a range limitation (see, e.g., DE 10 2022 002 249 A1).

[0004] However, a forced speed reduction of a vehicle is typically surprising for the driver. Many drivers have low acceptance of forced speed reductions, which can lead to unintended driving situations. Additionally, stopping the vehicle at its current position may be inappropriate in certain situations, such as in tunnels.

[0005] There is therefore a need to eliminate or at least reduce the disadvantages of known methods and electronic steering systems. In particular, there is a need to create a method and an electronic steering system where the acceptance of measures taken following a component failure is higher than with previous approaches.

[0006] The problem is solved by the subject matter of the independent claims. Advantageous embodiments are specified in the dependent claims and the subsequent description, each of which, individually or in (sub-)combination, can represent aspects of the disclosure. Some features are explained with regard to methods, others with regard to apparatus. However, the corresponding aspects are interchangeable.

[0007] According to one aspect, some embodiments of the disclosure relate to a method for operating a vehicle with an electronic steering system. The electronic steering system comprises at least a first steering system component and a second steering system component. The second steering system component is redundant to the first steering system component. The method comprises at least the following steps: A fault is detected in one of the first and second steering system components. A remaining steering system range of the vehicle, for which the vehicle can continue to be operated with the other of the first and second steering system components, is determined. Range information is adjusted based on the remaining range of the steering system. An updated range information is provided to the vehicle driver via a notification.

[0008] The system is based on the idea of ​​not forcing the driver to reduce speed, but rather providing them with adjusted range information. Drivers are familiar with the fact that the vehicle's range is limited. The system leverages this knowledge by adjusting the range information provided to the driver based on the remaining range of the steering system. This leads to greater driver acceptance of the adapted functionality of the vehicle, thus preventing unintended driving situations and ensuring that the driver actually follows the changed information. This is generally not the case, for example, with a simple error message indicating that the electronic steering system has a fault, or at least not to the same extent.

[0009] Additionally, the procedure takes advantage of the fact that the remaining steering system range is not simply predefined and therefore fixed. Rather, it is determined during the course of the procedure. This allows the specific driving situation to be taken into account, thus reducing potential limitations for the driver's continued vehicle operation.

[0010] According to another aspect, some embodiments of the disclosure also relate to an electronic steering system for a vehicle. The electronic steering system comprises a first steering system component, a second steering system component, and a control device that is coupled to at least the first steering system component, the second steering system component, and an output device. The second steering system component is redundant to the first steering system component. The electronic steering system is configured to detect a fault in either the first or the second steering system component, determine the remaining steering system range of the vehicle for which the vehicle can continue to be operated using the other of the first or the second steering system component, adjust range information based on the remaining steering system range, and output the adjusted range information to the driver of the vehicle via the output device.

[0011] The advantages achieved by the method described herein are also achieved in a corresponding manner by the electronic steering system.

[0012] The term electronic steering system can refer in particular to a steer-by-wire (SbW) steering system.

[0013] The steering system's remaining range refers to the vehicle's operating range during which it may still be legitimately used with the electronic steering system via the second steering system component. This range is limited in this case to minimize the probability of a failure of the second steering system component, which is intended for redundancy, and thus of the entire electronic steering system.

[0014] The remaining steering system range can optionally depend, at least indirectly, on a permissible operating time of the vehicle after the failure of one of the first and the second steering system components.

[0015] The range information can refer to the vehicle's remaining driving range. Alternatively, it can also refer to the vehicle's fill level, for example, of an energy storage system or fuel tank. In either case, the range information informs the driver that the vehicle can only be used for a limited time and / or a limited distance.

[0016] For the sake of simplicity, it is assumed that the fault is detected in relation to the first steering system component and that the remaining steering system range of the vehicle is determined relative to the (fault-free) second steering system component. However, this is not a limiting factor. In general, the fault can, of course, occur and be detected in any of the mutually redundant steering system components. The remaining steering system range is then determined accordingly, based on the other component.

[0017] Optionally, the electronic steering system can also include additional steering system components that are redundant to both the first and second steering system components. A fault can then occur and be detected in any of these redundant steering system components. As a result, the remaining steering system range of the vehicle, for which the vehicle can continue to be operated using at least one of the other redundant steering system components, can be determined. The electronic steering system can then adjust the range information based on the corresponding remaining steering system range, for example, the largest (or smallest) of these, and output the adjusted range information to the vehicle's driver via a notification using the output device.In other words, the method and the electronic steering system can also be extended by a third (or fourth) steering system component in a corresponding manner, each of which is redundant to the first and second steering system components.

[0018] In some embodiments, a fault in the first steering system component can be detected using a sensor and / or the control device. For example, the sensor can detect that the steering system component is not operating correctly. If the steering system component is an actuator, the sensor can detect, for instance, that the actuator is not moving a control element as intended. In this case, the sensor can be a displacement sensor. If the steering system component itself is a sensor, a fault can be detected, for example, using the control device. In this case, for instance, a measured value expected from the sensor might be missing. For example, a voltage sensor can detect that no measured value is being received at an input of the control device that is coupled to the sensor (steering system component). This can indicate a fault in the steering system component.This provides a reliable detection mechanism for a fault in a steering system component.

[0019] A fault in a steering system component does not necessarily mean total failure. The fault can also be due to an unintended behavior of the steering system component that falls outside a predefined normal range. For example, sensors, acting as steering system components, may be designed to transmit measured values ​​to the control device within a defined interval. However, if the transmitted measured value falls outside this interval, a fault in the sensor (steering system component) can be assumed. This allows even steering system components that are still operational but merely malfunctioning to be detected, ensuring the functionality of the electronic steering system by means of redundant additional steering system components. Thus, continued operation of the vehicle can be enabled, at least with reduced performance of the electronic steering system.

[0020] The first and second steering system components can be arranged and coupled in such a way that the second steering system component automatically takes over the functionality of the first steering system component if the first steering system component fails. This minimizes the reaction time for switching to the additional steering system component.

[0021] Alternatively, the control device can also output a corresponding control signal to the second steering system component, enabling the second steering system component to take over the functionality of the first steering system component. In particular, the control signal can be output if the control device has previously determined that a fault exists in the first steering system component, for example, through detection by a sensor. This allows adapted control signals to be output to the components of the electronic steering system, triggering the reaction mechanisms optimized for the respective situation.

[0022] Preferably, the remaining steering system range of the vehicle is determined by the control device of the electronic steering system.

[0023] The notification can be delivered to the driver via a various output device, such as a display, a speaker, a wireless notification signal (e.g., to a tablet or smartphone), or a haptic output device (e.g., a vibrating steering wheel). Consequently, the driver's information about the vehicle's status is increased, as the notification can be delivered in multiple ways.

[0024] In some embodiments, the first and second steering system components are steering actuators. These steering actuators can be either feedback actuators, providing the driver with feedback on steering movements at the steering wheel, or wheel actuators, transmitting the steering angle specified by the driver via the steering wheel to the steerable wheels for steering the vehicle. The method is therefore applicable to various components of the electronic steering system.

[0025] Alternatively, the first and second steering system components can also be other components of the electronic steering system, such as sensors. A sensor malfunction also impairs the functionality of the electronic steering system. Therefore, even in the event of a sensor failure, the vehicle's driving functionality must be adapted.

[0026] In any case, the first steering system component and the second steering system component are redundant with each other. This means that the steering system components perform the same functionality. Naturally, the electronic steering system has several combinations of steering system components, each of which is redundant with each other. The method described herein can preferably be applied equally to all groups of mutually redundant steering system components of the electronic steering system.

[0027] In some embodiments, the range information is also adjusted based on the vehicle's remaining battery range. This increases the variability of the method, as several influencing factors are taken into account for the adjusted range information.

[0028] Preferably, when adjusting the range information, a comparison of the steering system's remaining range with the battery's remaining range is taken into account.

[0029] Preferably, the adjusted range information corresponds to the remaining battery range if the remaining battery range is less than the remaining steering system range, and vice versa. In other words, the range information provided to the driver can also correspond to the range information provided before the first steering system component failed, and thus remain unchanged, if the vehicle's remaining battery range is already less than the remaining steering system range. This makes the process particularly compact. It also prevents the driver from receiving conflicting range information. Conversely, the range information is limited based on the remaining steering system range if it is less than the remaining battery range.This ensures that the vehicle does not continue to operate for too long after the first steering system component has failed. Unintended driving situations can thus be prevented.

[0030] In some embodiments, the range information is not adjusted spontaneously, but continuously (dynamically). A sudden change in the range information could generally lead to reduced acceptance by the vehicle driver. Therefore, the range information, which is communicated to the vehicle driver via repeated notifications, can be continuously varied from an initial value to a final value over a predefined time interval. The final value then corresponds to the range information as described previously, for example, the remaining battery range or the remaining steering system range. The final value can take into account a distance traveled over the time interval, by which the corresponding range information is reduced. The time interval is preferably dimensioned such that the distance corresponding to the adjusted range information cannot be travelled during this time interval.In other words, the time interval can also correspond to a distance that is a part of the distance that corresponds to the adjusted range information.

[0031] In some embodiments, the charging process of the vehicle's battery is limited such that the total remaining battery range is at most equal to the remaining range indicated by the steering system. The total remaining battery range is the sum of the remaining battery range before and after charging. If the remaining battery range is less than the remaining range indicated by the steering system, the adjusted range information is determined, for example, by the remaining battery range. The driver can then drive to a charging station to charge the vehicle, given the low remaining battery range. This would actually lead to a significant increase in the remaining battery range. In this case, the charging process can be limited, for example, by a charging threshold, so that only a limited electrical charge is stored in the battery.As a result, after charging, the remaining battery range available, together with the remaining battery range available before charging, can correspond to the steering system's remaining range. This prevents the adjusted range information displayed to the driver from being increased by charging beyond a level that is not intended, or in other words, permissible, based on the steering system's remaining range. This prevents the driver from operating the vehicle for an excessively long time despite a steering system component malfunction.

[0032] Optionally, the remaining steering system range is also determined based on position information. This position information includes the vehicle's location and at least one location relative to a charging station, a parking space, a workshop, and the driver's home location. This makes it clear that the remaining steering system range is not predefined or fixed. Rather, it can be calculated relative to the vehicle's position in relation to one or more charging stations, parking spaces, or workshops. For example, the range information can then be adjusted based on the remaining steering system range so that the remaining range displayed to the driver corresponds to the distance to a workshop where the driver can have the vehicle's steering system checked.

[0033] Position information can be obtained or determined, for example, using a position receiver and / or a data connection to an external server. The position receiver can be configured, for instance, to receive a signal from a global navigation satellite system and thus determine the vehicle's position. The data connection can exist, for example, between the control device and the external server. Using this data connection, position information about charging stations, parking spaces, or workshops (service points) in the vicinity of the vehicle can be received and determined by the control device.

[0034] Optionally, the notification issued to the vehicle's driver can also include information about the location of charging stations, parking spaces or workshops that can be reached based on the range information displayed to the driver.

[0035] Parking spaces, in this context, can be understood to mean a specifically designated parking area. For example, such a parking area may not be provided within a tunnel. In this case, the remaining steering system range can at least correspond to the distance that must be covered to exit a tunnel, provided the vehicle is inside the tunnel at the time of the steering system component failure.

[0036] In some embodiments, the range information can be adjusted so that it does not exceed a range threshold that corresponds to a maximum distance for which the vehicle can continue to be operated with the electronic steering system. This maximum distance can depend on a permissible maximum operating time for the vehicle after a failure of the first steering system component. This prevents the vehicle from being operated for an unacceptably long time despite a failed steering system component, thus avoiding unintended driving situations.

[0037] Preferably, the steering system remaining range is determined at least also based on an actual driving profile of the vehicle's driver and / or a standardized driving profile of a vehicle's driver.

[0038] The actual driving profile can correspond to the driving profile used in the vehicle's conventional range calculation. For example, the driver's individual driving style can be taken into account, such as whether the driver drives economically or energy-intensively. However, the driving profile considered in the conventional range calculation can be multiplied by a factor (typically less than 1) to determine the actual driving profile. This factor corresponds to the maximum permissible operating time for which the vehicle should continue to operate with the electronic steering system after a failure of the first steering system component.

[0039] A standardized driving profile can be understood, for example, as an average driving profile determined by comparing the average behavior of different drivers in a given driving situation. This can also take into account factors such as the environment in which the vehicle is currently traveling, for example, highway, motorway, or city traffic.

[0040] These measures make it possible to determine the remaining steering system range based on the driving situation, taking various pieces of information into account. This allows the vehicle to be operated for a limited range without causing excessive inconvenience to the driver.

[0041] Optionally, the vehicle speed is reduced after a range defined by the adjusted range information has been covered. This provides an additional mechanism to prevent unintended driving situations and to prompt the driver to stop the vehicle and / or have the electronic steering system checked.

[0042] Preferably, the vehicle can also be stopped after covering a range defined by the adapted range information. This reliably prevents further operation of the vehicle.

[0043] According to another aspect, the disclosure also relates to a vehicle with an electronic steering system as previously explained. The advantages achieved by the electronic steering system (and the method) described herein are also achieved by the vehicle in a corresponding manner.

[0044] For the purposes of this disclosure, vehicles may include, in particular, land vehicles, namely, among others, off-road and on-road vehicles such as passenger cars, buses, trucks, and other commercial vehicles. Vehicles may be manned or unmanned. Vehicles may be at least partially electrically powered, have an internal combustion engine, and / or an electric motor used for propulsion.

[0045] All features explained with regard to the various aspects can be combined individually or in (sub-)combination with other aspects.

[0046] The disclosure, as well as further advantageous embodiments and developments thereof, are described and explained in more detail below with reference to the examples shown in the drawings. These show: - Fig. 1 a simplified schematic representation of a vehicle with an electronic steering system, - Fig. 2 a simplified schematic representation of a method for operating a vehicle with an electronic steering system, - Fig. 3 a simplified schematic representation of issued range information in connection with the procedure, and - Fig. 4. A further simplified schematic representation of output reach information in connection with the procedure.

[0047] The detailed description below, in conjunction with the accompanying drawings, in which identical numbers refer to identical elements, is intended to describe various embodiments of the disclosed subject matter and is not meant to represent the only embodiments. Each embodiment described in this disclosure serves only as an example or illustration and should not be construed as preferable or advantageous over other embodiments. The illustrative examples contained herein do not claim to be exhaustive and do not limit the claimed subject matter to the exact forms disclosed. Various modifications of the described embodiments are readily apparent to the person skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the described embodiments.Therefore, the described embodiments are not limited to the embodiments shown, but have the broadest possible scope of application that is compatible with the principles and features disclosed here.

[0048] All features disclosed below with reference to the exemplary embodiments and / or the accompanying figures can be combined alone or in any sub-combination with features of the aspects of the disclosure, including features of preferred embodiments, provided that the resulting combination of features is meaningful to a person skilled in the art.

[0049] For the purposes of revelation, the phrase “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 other possible combinations when more than three elements are listed. In other words, the phrase “at least one of A and B” generally means “A and / or B,” namely, “A” alone, “B” alone, or “A and B.”

[0050] Fig. Figure 1 shows a simplified schematic representation of a vehicle 10 with an electronic steering system 12.

[0051] The electronic steering system 12 comprises several steering system components 14. A first steering system component 14A is designed here in the form of a first wheel actuator. A second steering system component 14B is also designed in the form of a wheel actuator, with respect to the same wheel, or alternatively with respect to the same tie rod or rack. The second steering system component 14B is redundant with respect to the first steering system component 14A. This means that the steering system components 14 essentially have and perform the same functionality with respect to the electronic steering system 12. In other words, both the first steering system component 14A and the second steering system component 14B can be used to vary the angular position of the steerable wheels of the vehicle 10.

[0052] Here, the electronic steering system 12 is configured such that the steerable wheel of the vehicle 10 is initially steered exclusively by means of the first steering system component 14A. Should the first steering system component 14A be faulty, the wheel of the vehicle 10 can subsequently be steered by means of the second steering system component 14B.

[0053] Alternatively, the electronic steering system 12 can be configured such that both steering system components 14A and 14B each steer the wheel of the vehicle 10 proportionally at the same time. Should one of the two steering system components 14A or 14B be faulty, the wheel of the vehicle 10 can then continue to be steered using the second remaining (fault-free) steering system component 14A or 14B.

[0054] The electronic steering system 12 also includes sensors 16, which are assigned to the steering system components 14. Here, a first sensor 16A is assigned to the first steering system component 14A. A second sensor 16B is assigned to the second steering system component 14B. The sensors 16 are designed to support the self-diagnostics of the electronic steering system 12 and also to detect faults in the steering system component 14 assigned to it. A fault can occur not only in the case of a total failure of the steering system component 14, but also when the steering system component 14 can still be operated in general, but its functionality does not conform to normal behavior. As a consequence of the fault, the operation of the steering system component 14 does not produce the expected effect. This faulty operation of the steering system component 14 is also considered a fault in this context.

[0055] In addition, the electronic steering system 12 comprises a control device 20, which includes a data processing device 22. The control device is coupled to the steering system components 14 and their associated sensors 16.

[0056] According to this embodiment, the electronic steering system 12 also includes or is coupled to a communication device 24. Additionally, the electronic steering system 12 includes or is coupled to a position receiver 26. Furthermore, the electronic steering system 12 is also coupled to a higher-level vehicle control device 28 and an output device 30 of the vehicle 10. In particular, the control device 20 is coupled to the communication device 24, the position receiver 26, the higher-level vehicle control device 28, and the output device 30.

[0057] Using the communication device 24, the control device 20 can communicate with an external server and, for example, receive position data or cartographic data.

[0058] The position receiver 26 is configured to receive a position signal from a global navigation satellite system and transmit it to the control device 20. This enables the control device 20 to determine the vehicle position of the vehicle 10.

[0059] The control device 20 can receive information from the higher-level driving control device 28, for example, the remaining battery range.

[0060] Using the output device 30, the control device 20 can output range information in the form of a notification to a driver of the vehicle 10. The output device 30 can, for example, be a display.

[0061] Fig. Figure 2 shows a simplified schematic representation of a procedure 32 for operating a vehicle 10 with an electronic steering system 12. Optional steps are shown with dashed lines.

[0062] In this context, it shows Fig. 3 a simplified schematic representation 34 of a range information output 36. On the x-axis of the representation 34 is the time compared to the range displayed to the driver on the y-axis, which corresponds to the range information 36 output in each case.

[0063] During time interval T1, the electronic steering system 12 operates as desired. In this case, the output range information 36 is generally decreasing. As the vehicle 10 moves, the output range information 36 naturally decreases according to the distance traveled. Nevertheless, the output range information 36 corresponds to a vehicle range that is based, for example, on the battery charge level or the fuel tank level. In this case, the higher-level driving control device 28 determines a remaining range based on a conventional driving profile of the vehicle 10 and outputs it to the driver as output range information 36 in the form of a notification.

[0064] At time Tx, the procedure 32 includes step S1, in which a fault in the first steering system component 14A (generally: one of the mutually redundant steering system components 14, for example, three or more) is detected. For example, the fault in the first steering system component 14A can be detected using its associated sensor 16A, or the control device 20 can determine, based on measurement data from sensor 16A, that the first steering system component 14A is no longer functioning correctly.

[0065] As a result, in the subsequent step S2, the control device 20 of the electronic steering system 12 determines a remaining steering system range for the vehicle 10, for which the vehicle 10 can continue to be operated with the second steering system component 14B. The remaining steering system range corresponds to a distance for which the vehicle 10 can still be operated even though the first steering system component 14A has failed.

[0066] Step S2 can be configured in various ways. For example, according to optional step S2A, the control device 20 can take position information into account when determining the remaining steering system range. In this context, the position of the vehicle 10 can be determined, for example, using the position receiver 26, and cartographic data can also be considered, which the control device has received from an external server, for example, via the communication device 24. The cartographic data can include, in particular, information about the locations of parking spaces, workshops, and charging stations.Based on the cartographic data, the control device 20 can determine whether a suitable parking space, a workshop, the vehicle's home location, or a charging station is located within a reachable distance of the vehicle 10 without requiring it to continue operating for too long. If the control device 20 determines that a suitable parking space, a workshop, the vehicle's home location, or a charging station is located within a reachable distance of the vehicle 10's current position, the remaining steering system range can be limited by the distance to the identified suitable parking space, workshop, home location, or charging station.

[0067] Step S2 can preferably be further developed by the optional step S2B, in which a driving profile is taken into account when determining the remaining range of the steering system. The driving profile can, in particular, correspond to the conventional driving profile that is also considered by the higher-level driving control device 28 for determining the remaining range of the vehicle 10. According to step S2B, the conventional driving profile is multiplied by a factor that reflects the remaining permissible distance for which the vehicle 10 may still be operated. Alternatively, the driving profile can also correspond to an actual driving profile of the vehicle 10, taking into account, for example, the driver's driving style or the driving situation of the vehicle 10. Alternatively or cumulatively, it can also be taken into account whether the vehicle 10 is on a highway, a motorway, or in urban traffic.Different driving situations can result in varying average speeds, which can be used to calculate the remaining steering system range by multiplying it by the permissible remaining operating time of vehicle 10. The specific driving situation, taking into account the map data, can also influence the remaining steering system range. For example, if vehicle 10 is on the motorway, the remaining steering system range can be determined to allow the driver to reach the next motorway exit, optionally with a suitable parking area or similar.

[0068] Following step S2, procedure 32 includes step S3, in which the remaining steering system range is compared with the remaining battery range of the vehicle 10, in particular by the control device 20. The control device 20 can receive the information about the remaining battery range, for example, from the higher-level driving control device 28. This makes it possible to consider the lower remaining range for each subsequent step of procedure 32.

[0069] The procedure 32 then includes step S4, in which range information is adjusted based on the steering system's remaining range, in particular by the control device 20. This means that during the time interval T1 (see Fig. 3) the range information 36 is now adjusted by the control device 20.

[0070] During the time interval T2 (see Fig. 3) The adjusted range information 36 is output to the driver of vehicle 10 via a notification in step S5 of procedure 32, for example, using the output device 30. It can be seen that the remaining range of vehicle 10 displayed to the driver no longer corresponds to the original remaining range, but is continuously reduced compared to the original value. This does not correspond to the distance traveled by vehicle 10 during the execution of procedure 32, but is an intentional reduction of the displayed range of vehicle 10 to prompt the driver of vehicle 10 to stop the vehicle 10.

[0071] In this context, the displayed range information 36 in step S4 can be adjusted so that it undergoes a dynamic and continuous change during the time interval T2, rather than a sudden change. This prevents the driver from being confused by a sudden change in the displayed range information 36. Instead, the change in the displayed range information 36 can occur gradually, thereby increasing the driver's acceptance of the need to stop the vehicle 10.

[0072] An alternative range reduction is in Fig.Figure 4 shows a further simplified schematic representation 34 of a range information 36 output in connection with the method 32 after a fault in the steering system 12. Again, at time Tx, a fault in the first steering system component 14A (generally: one of the mutually redundant steering system components 14, for example, three or more) is detected. According to this embodiment, the output range information 36 is initially reduced significantly in magnitude after the fault is detected until time T3. Following time T3, a reduced change in the range information 36 is output during the time interval T4. This motivates the driver of the vehicle 10, due to the relatively rapid decrease in the range information 36 between Tx and T3, to steer the vehicle 10 quickly to a suitable parking space.

[0073] In step S5, the notification can also provide additional information for the driver of vehicle 10, such as position information regarding suitable parking options, workshops or charging stations that can still be reached based on the adjusted range information.

[0074] Optionally, the procedure 32 can be further developed by step S6, in which the charging process of the vehicle 10 is limited. In the optional step S3, it may have been determined that the remaining battery range is less than the remaining steering system range. Consequently, this may lead to the user of the vehicle 10 charging the vehicle 10 at a charging station. This charging process can be limited by the control device 20 using step S6. In particular, the charging process can be limited such that only a limited amount of electrical charge can be charged. The charging process can be limited, in particular, so that the sum of the remaining battery range available before the charging process and the remaining battery range achieved after the charging process equals the remaining steering system range.

[0075] Preferably, the method 32 can also be further developed by step S7, in which the speed of the vehicle 10 is reduced by the control device 20 after a distance corresponding to the output range information. This provides an additional mechanism to prevent the vehicle 10 from continuing to operate after a fault in the first steering system component 14A.

[0076] Method 32 offers numerous advantages. For example, familiar display information (remaining range) can be used to prompt the driver of vehicle 10 to stop. The design of Method 32 increases the likelihood that the driver will follow the instructions to stop the vehicle at a designated location, such as a specific parking area. Method 32 also prevents unexpected automatic speed reduction (stopping) of vehicle 10. Furthermore, it avoids displaying an additional error message that would be unfamiliar to the driver. The adapted range information 36 is also determined taking into account various factors, such as map data and driving profiles.This allows vehicle 10 to be brought to a stop at a suitable location.

[0077] Specific embodiments disclosed herein, in particular the control device, use circuits (e.g., one or more circuits) to implement standards, protocols, methods, or technologies disclosed herein, to functionally couple two or more components, to 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 type may be used.

[0078] In one embodiment, a circuit such as the control device comprises, among other things, one or more data processing devices such as a processor (e.g., a microprocessor), a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a system-on-a-chip (SoC), or similar devices, or any combination thereof, and may include discrete digital or analog circuit elements or electronics, or combinations thereof. In one embodiment, the circuit comprises hardware circuit implementations (e.g., implementations in analog circuits, implementations in digital circuits, and the like, as well as combinations thereof).

[0079] In one embodiment, circuits comprise combinations of circuits and computer program products with software or firmware instructions stored on one or more computer-readable memories that interact to cause a device to execute one or more of the protocols, methods, or technologies described herein. In one embodiment, the circuit technology comprises circuits, such as microprocessors or parts of microprocessors, that require software, firmware, and the like for operation. In another embodiment, the circuits comprise one or more processors or parts thereof and the associated software, firmware, hardware, and the like.

[0080] This revelation may refer to quantities and numbers. Unless expressly stated otherwise, such quantities and numbers are not to be considered limiting, but rather examples of the possible quantities or numbers in connection with the revelation. In this context, the term "plural" may also be used in the revelation to refer to a quantity or number. In this context, "plural" means any number greater than one, e.g., two, three, four, five, etc. The terms "about," "approximately," "near," etc., mean plus or minus 5% of the stated value.

[0081] Although the disclosure has been presented and described in relation to one or more embodiments, the person skilled in the art will be able to make equivalent changes and modifications after reading and understanding this description and the accompanying drawings. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 11,780,493 B2

[0003] US 11,192,581 B2

[0003] US 2023 / 0406405 A1

[0003] EP 1 650 104 A1

[0003] DE 10 2022 002 249 A1

[0003]

Claims

[1] Method (32) for operating a vehicle (10) with an electronic steering system (12), wherein the electronic steering system (12) comprises at least a first steering system component (14A) and a second steering system component (14B) which is redundant to the first steering system component (14A), wherein the method (32) comprises at least the following steps: - Detecting a fault in one of the first and second steering system components (14A, 14B), - Determining a remaining steering system range of the vehicle (10) for which the vehicle (10) can continue to be operated with the other of the first and second steering system components (14A, 14B), - Adjusting range information based on the steering system remaining range, taking into account a comparison of the steering system remaining range with the vehicle's battery remaining range (10) when adjusting the range information, and - Outputting adapted range information by means of a notification to the driver of the vehicle (10). [2] Method (32) according to claim 1, characterized by , that the adjusted range information corresponds to the remaining battery range if the remaining battery range is less than the remaining steering system range, and that the adjusted range information corresponds to the remaining steering system range if the remaining steering system range is less than the remaining battery range. [3] Method (32) according to claim 3, characterized by , that a charging process of a vehicle battery (10) is limited such that the total battery remaining range corresponds at most to the steering system remaining range, wherein the total battery remaining range is a sum of the battery remaining range before the charging process and after the charging process. [4] Method (32) according to any one of the preceding claims, characterized by, that the steering system remaining range is determined at least also based on position information, wherein the position information includes a location of the vehicle (10) and at least one of a charging station location, a parking space location, a workshop location and a home location. [5] Method (32) according to any one of the preceding claims, characterized by that the steering system remaining range is determined at least also based on an actual driving profile of the driver of the vehicle and / or a standardized driving profile of a driver of the vehicle. [6] Method (32) according to any one of the preceding claims, characterized by , that a vehicle speed is reduced after covering a range predefined by the adapted range information. [7] Electronic steering system (12) for a vehicle (10) comprising a first steering system component (14A), a second steering system component (14B) and a control device coupled to at least the first steering system component (14A), the second steering system component (14B) and an output device, wherein the second steering system component (14B) is redundant to the first steering system component (14A), wherein the electronic steering system (12) is configured to detect a fault in either the first or the second steering system component (14A, 14B), to determine a remaining steering system range of the vehicle (10) for which the vehicle (10) can continue to be operated using the other of the first or the second steering system component (14A, 14B), and to adapt a range information based on the remaining steering system range and at least a comparison with the remaining battery range of the vehicle (10).and to output adapted range information by means of a notification to the driver of the vehicle (10) via the output device (30). [8] Electronic steering system (12) according to claim 7, characterized by , that the first steering system component (14A) and the second steering system component (14B) are steering actuators.

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