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

Abstract

The disclosure generally relates to a method (50) for operating a vehicle (10) having an electronic steering system (12) and to an electronic steering system (12) for a vehicle (10). The electronic steering system (12) comprises at least a first, a second, and a third independent feedback channel (28A, 28B) and at least a first and a second independent steering channel (40A, 40B), or at least a first and a second independent feedback channel (28A, 28B) and at least a first, a second, and a third independent steering channel (40A, 40B, 40C). The feedback channels (28A, 28B, 28C) each have at least one feedback control device (26). Each steering channel (40) has at least one road wheel actuator (18) and one steering control device (38).

Description

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

[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: a steering wheel actuator with feedback, which generates a feedback torque for the driver (at the steering wheel), and a road wheel actuator, which controls the road wheels to the desired position.

[0003] Since a fault in the electronic steering system could lead to a loss of steering capability, the overall steering system must be sufficiently redundant to ensure that the vehicle can always be brought into a desired state, for example, driving at very low speeds ("creep mode") should be possible.

[0004] An electronic steering system with only one redundancy level would quickly (within minutes or even less) force the vehicle into a crawl mode after an initial fault, thus reducing its functionality. Furthermore, this transition represents a significant system change for the driver. For example, it could result in an uncomfortable automatic reduction in the vehicle's speed or even a complete stop. Therefore, it is known to incorporate additional redundancies to ensure the vehicle can at least continue to operate.

[0005] Previous state-of-the-art approaches, for example, provide redundancy regarding the torque application to the steerable vehicle wheels. Here, systems for tertiary lateral vehicle control are used, which achieve lateral vehicle control based on different torques generated by electric motors or deceleration devices. Systems are also known that have multiple sensors to detect a steering input at a steering wheel of the vehicle, to determine a torque input from this steering input using independent control devices, and to couple the steerable vehicle wheels with redundant actuators so that redundant control paths for the lateral guidance of the vehicle are ensured (for example, DE 602 21 949 T2, DE 10 2019 007 715 A1, DE 198 34 870 A1 and US 2006 / 0253726 A1, US 6,820,715 B2, US 10,752,282 B2 and US 11,780,493 B2).However, a fault in the electronic steering system can also affect the torque feedback to the driver, which is provided by a steering wheel actuator. Current approaches offer little to no redundancy for torque feedback, meaning that in the event of a malfunction, the driver may receive, for example, incorrect torque feedback. This limits the comfort of the electronic steering system. Furthermore, faulty or missing torque feedback can lead to unintended steering inputs from the driver via the steering wheel. This also limits the functionality of the electronic steering system.

[0006] There is therefore a need to eliminate or at least reduce the disadvantages of known methods for operating a vehicle with an electronic steering system. In particular, there is a need to design an electronic steering system in such a way that its functionality and comfort are guaranteed even with additional fault configurations.

[0007] 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.

[0008] According to a first aspect, some embodiments of the disclosure relate to a method for operating a vehicle with an electronic steering system.

[0009] The electronic steering system comprises at least one first, one second, and one third independent feedback channel and at least one first and one second independent steering channel, or at least one first and one second independent feedback channel and at least one first, one second, and one third independent steering channel. Each feedback channel has at least one feedback control device. Each steering channel has at least one steering control device. The method comprises, for at least two independent feedback channels, at least the following steps: - Detecting the position and / or movement of the vehicle's steerable wheel or the component coupled to it and / or the position and / or movement of the vehicle's steering wheel, - Determining a feedback torque based on the detected position and / or movement by the feedback control device, and - Outputting a torque to the steering wheel or a component coupled to it based on the determined feedback torque,

[0010] The procedure includes at least the following steps for each steering channel independently: - Detecting the position and / or movement of the steering wheel or the component coupled to it, - Determining a torque input based on the detected position and / or movement by the steering control device, and - Outputting torque to a steerable vehicle wheel or a component coupled to it, based on the determined torque specification.

[0011] Previous methods only provide redundancy regarding the torque application to the steerable vehicle wheels to fulfill steering commands. While this ensures the functionality of the electronic steering system in certain fault scenarios, it has overlooked the possibility of faults affecting torque feedback to the driver. In the event of a fault affecting torque feedback, previous approaches prevent any feedback from being provided, which is inconvenient for the driver. The present method ensures that the functionality of the electronic steering system regarding torque feedback remains available to the driver even in the event of a fault in the electronic steering system. This improves both the functionality of the electronic steering system and driver comfort.This avoids other fault mechanisms, such as reducing the vehicle's speed. Additionally, at least three independent channels are provided for either torque feedback and / or steering of the steerable vehicle wheels. This ensures double redundancy, so that the functionality of the electronic steering system can be maintained even in the event of multiple faults.

[0012] According to a second aspect, some embodiments of the disclosure also relate to an electronic steering system for a vehicle. The electronic steering system comprises at least one first, one second, and one third independent feedback channel and at least one first and one second independent steering channel, or at least one first and one second independent feedback channel and at least one first, one second, and one third independent steering channel. Each feedback channel has at least one feedback control device. Each steering channel has at least one steering control device.

[0013] The electronic steering system is equipped for at least two feedback channels to detect the position and / or movement of the steerable vehicle wheel or the component coupled to it and / or the position and / or movement of the vehicle's steering wheel.

[0014] The feedback control device is designed to determine a feedback torque based on the detected position and / or movement.

[0015] The electronic steering system is further equipped to output a torque to a steering wheel or a component coupled to it, based on the determined feedback torque.

[0016] The electronic steering system is set up for each steering channel to detect the position and / or movement of the steering wheel or the component coupled to it.

[0017] The respective steering control device is set up to determine a torque input based on the detected position and / or movement.

[0018] The electronic steering system is set up for the respective steering channel to output a torque to a steerable vehicle wheel or a component coupled to it, based on the determined torque specification.

[0019] The advantages achieved by the method described herein are also achieved in a corresponding manner by the electronic steering system.

[0020] In general, each feedback channel is set up individually and independently of other feedback channels to provide the corresponding feedback torque to the driver at the vehicle's steering wheel. This ensures sufficient feedback for the driver through each individual feedback channel. This results in highly available operation of the electronic steering system, as the functionality of the torque feedback can be guaranteed by each feedback channel individually.

[0021] Alternatively or cumulatively, each steering channel is individually and independently configured to apply a corresponding torque to a steerable wheel, adjust the wheel angle accordingly, and thus enable lateral guidance of the vehicle. In this way, each individual steering channel ensures sufficient steering capability for the vehicle. This results in highly available operation of the electronic steering system, as the functionality of the vehicle's steering can be guaranteed by each steering channel individually.

[0022] Preferably, feedback channels and steering channels can have at least some of the same components, for example, bus structures for communication between different components.

[0023] An electronic steering system fault can be caused, for example, by a malfunction in a steering system component (e.g., road wheel actuator or feedback control device) that is detected or identified, for instance, by a sensor within the electronic steering system. A fault in this context does not necessarily imply a total failure. The electronic steering system fault can also manifest itself in such a way that the system exhibits uncomfortable operation. For example, due to a fault (e.g., in the feedback control device), the electronic steering system may no longer be able to provide appropriate torque feedback to the driver, specifically with regard to the feedback channel in which the fault occurred.Additionally, errors can also occur when functions performed by steering system components of the electronic steering system fall outside a defined standard 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 can also lead to the detection of steering system components that are still operational but malfunctioning, ultimately resulting in a fault in the electronic steering system.

[0024] The key point is that a feedback channel (and / or a steering channel) of the electronic steering system can no longer be reliably used in its conventional mode to adequately ensure vehicle lateral control and / or torque feedback. This is distinct from insufficient vehicle lateral control due to external conditions, such as high wheel slip on an icy road surface. In this context, the vehicle may have a control device that detects a fault in the electronic steering system and, as a result of the fault detection or identification, restricts the electronic steering system to properly functioning feedback channels and / or steering channels.

[0025] Optionally, the electronic steering system, if not already present, has at least one additional third independent feedback channel or one additional third independent steering channel. This ensures at least twofold redundancy for both feedback and steering channels, so that the functionality of the electronic steering system can be maintained (possibly with limitations) even in the event of multiple faults.

[0026] According to a third aspect, some embodiments of the disclosure also relate to a method for operating a vehicle with an electronic steering system. The electronic steering system comprises at least a first and a second independent feedback channel. Each feedback channel has at least one feedback control device. The method comprises, for at least two independent feedback channels, at least the following steps: - The position and / or movement of the vehicle's steerable wheel or the component coupled to it and / or the position and / or movement of the vehicle's steering wheel is detected. - A feedback torque is determined by the feedback control device based on the detected position and / or movement. - A torque is output to a steering wheel or a component coupled to it, based on the determined feedback torque.

[0027] The advantages achieved by the method described above are also achieved in a corresponding manner by the method presented here, which in this case, however, only provides for simple redundancy with regard to torque feedback.

[0028] According to a fourth aspect, some embodiments of the disclosure relate to an electronic steering system for a vehicle. The electronic steering system comprises at least a first and a second independent feedback channel. Each feedback channel has at least one feedback control device. The electronic steering system is configured to detect the position and / or movement of the steerable vehicle wheel and / or of the vehicle or the component coupled thereto, and / or the position and / or movement of a steering wheel of the vehicle. The respective feedback control device is configured to determine a feedback torque based on the detected position and / or movement. The electronic steering system is configured to output a torque to a steering wheel or a component coupled thereto based on the determined feedback torque.

[0029] The advantages achieved by the method described herein are also achieved in a corresponding manner by the electronic steering system presented here, which in this case, however, only provides simple redundancy with regard to torque feedback.

[0030] Preferably, in the embodiments of the third and fourth aspects, the electronic steering system has a separate third feedback channel. This third feedback channel also has at least one separate feedback control device. This further increases the redundancy of the electronic steering system. For example, the electronic steering system can still be operated even if it has faults with respect to two feedback channels.

[0031] Optionally, in the embodiments of the third and fourth aspects, the electronic steering system comprises at least a first, a second, and a third steering channel, each independent of the others. Each steering channel includes a steering control device. The method comprises, for each steering channel independently, at least the following steps: - The position and / or movement of the steering wheel or the component coupled to it is detected. - A torque setting is determined by the steering control device based on the detected position and / or movement. - A torque is output to a steerable vehicle wheel or a component coupled to it, based on the determined torque specification.

[0032] This further increases the variability of the procedure and the electronic steering system. In addition to the multiple feedback channels already provided, several independent steering channels can also be implemented. This allows the steering wheels of the vehicle to be deflected based on corresponding steering inputs from the driver, thus ensuring lateral control of the vehicle. This further increases the redundancy of the electronic steering system. For example, additional fault conditions of the electronic steering system can be mitigated in such a way that the system remains operational, even with regard to steering the steerable wheels. This enhances the functionality of the electronic steering system.

[0033] The position and / or movement of the steering wheel or its associated components establishes a steering input, providing the driver with steering information. Based on this input, the steering control system then determines the corresponding torque input so that the steerable wheels can be controlled to follow the steering input and maintain the vehicle's lateral stability as desired by the driver.

[0034] Optionally, one of the feedback channels can be passive. In this case, the torque is output to the steering wheel via an electric motor short-circuit element, an electric damping element, and / or a mechanical damping element. This means that the torque for feedback to the driver can also be provided indirectly. This is particularly advantageous if torque feedback is no longer possible due to a faulty steering wheel actuator. In this case, knowledge of the position and / or movement of the steerable vehicle wheel and / or the position and / or movement of the vehicle's steering wheel is not required. This means that for a passive feedback channel, the first step of the procedure, as described in the first and third aspects, can be omitted.

[0035] Preferably, the torque delivered to the steering wheel is achieved by a resistance torque, whereby: - The windings of the electric motor coupled to the steering wheel are short-circuited by means of the electric motor short-circuit element, - the resistance between the windings of the electric motor is varied using the electrical damping element, and / or - the mechanical damping element is activated, which is at least indirectly coupled to the steering wheel, thus causing additional mechanical friction.

[0036] The electric motor short-circuiting element is designed to short-circuit the windings of an electric motor in the steering wheel actuator. This creates additional electrical resistance, which is then propagated as mechanical resistance to the movement of the steering wheel.

[0037] The electrical damping element is designed to create a variable electrical resistance between the windings of the steering wheel actuator's electric motor. This results in additional electrical resistance, which is then propagated as mechanical resistance to the steering wheel's movement.

[0038] The mechanical damping element (also called a resistance or friction element) is designed to provide additional mechanical resistance to the steering wheel's movement. This can be achieved, for example, by creating friction between the steering wheel or a coupled component (steering column) and the friction element. This also restricts the steering wheel's movement, thus enabling torque feedback to the driver.

[0039] The present method thus provides for the driver to be provided with feedback torque either actively, for example by the steering wheel actuator, or passively, through the aforementioned mechanisms. As a result, feedback torque can be provided to the driver even if the steering wheel actuator is faulty. This further enhances the functionality of the present method and the underlying electronic steering system.

[0040] The electric motor short-circuit element, the electric damping element, and the mechanical damping element may be activation-dependent. This means that the respective elements must first be activated so that the steering wheel or the component coupled to it is subjected to torque by the respective element to provide feedback to the driver.

[0041] A switching device may be provided to activate the aforementioned mechanisms. This switching device may, for example, be normally closed (normally de-energized). This means that as long as the electronic steering system is operating correctly, the switching device can be supplied with a voltage that keeps it open. In this case, the aforementioned mechanisms are deactivated. If a fault in the steering wheel actuator is detected, for example by a sensor, the voltage supply to the switching device can be automatically interrupted or deactivated, causing the switching device to close. This, in turn, activates at least one of the aforementioned mechanisms, which can indirectly provide feedback torque to the driver.As a result, the comfort for the driver of the vehicle is increased, since even in the event of a fault in the steering wheel actuator, a corresponding feedback torque can be guaranteed, so that the driver gets a feel for the lateral guidance of the vehicle.

[0042] In some embodiments, at least two feedback channels are active and feature a steering wheel actuator by means of which they transmit the torque to the steering wheel. This allows for very comfortable and precise torque feedback for the driver.

[0043] In some embodiments, the steering wheel actuators for different feedback channels comprise independent winding sets within a single electric motor that is at least indirectly coupled to the vehicle's steering wheel. This eliminates the need to consider only a single mechanical electric motor, which, however, has independent winding sets. For example, each winding set can have three windings for different current phases. Thus, the electric motor can be configured as a six-phase or nine-phase system. This results in a particularly compact electronic steering system.

[0044] Preferably, the position and / or movement of the vehicle's steerable wheel is detected using a road wheel sensor that is assigned to the respective feedback channel.

[0045] Alternatively or cumulatively, the position and / or movement of the vehicle's steering wheel can be detected using a steering wheel sensor assigned to the respective feedback channel.

[0046] This allows the positions and / or movements of the steerable vehicle wheel or steering wheel to be recorded particularly precisely and compactly.

[0047] Preferably, road wheel actuators for different steering channels comprise independent winding sets within a single electric motor, which is at least indirectly coupled to a steerable wheel of the vehicle. The advantages described above can also be achieved here, resulting in a particularly compact electronic steering system.

[0048] Overall, only a single electric motor is needed to couple with the steering wheel and a single electric motor to couple with a steerable wheel. This results in a significantly lower complexity for the electronic steering system.

[0049] Optionally, the feedback channel also includes a road wheel actuator configured to at least indirectly vary the wheel angle of a steerable vehicle wheel. In this case, the road wheel sensor can be coupled with the road wheel actuator and configured to detect the wheel angle of the vehicle's steerable wheel based on the position and / or movement of the road wheel actuator.

[0050] Optionally, the steering channel also includes a steering wheel actuator configured to apply torque to the vehicle's steering wheel, thus providing the driver with torque feedback regarding the vehicle's lateral control. In this case, the steering wheel sensor can also be coupled to the steering wheel actuator and configured to detect the actuator's position and / or movement, from which a steering input from the driver can be derived, for example, by the steering control device.

[0051] Preferably, steering wheel actuators and road wheel actuators can each be part of a feedback channel and a steering channel. However, the different actuators cannot simultaneously be components of different feedback channels or steering channels.

[0052] Optionally, the feedback control device of a feedback channel and the steering control device of a steering channel can be implemented in a single control device. In this case, the single control device can perform control with respect to both the feedback channel and the steering channel. Consequently, the integration of the electronic steering system is increased. The electronic steering system is then particularly compact.

[0053] Each road wheel actuator and each steering wheel actuator can have a gearbox coupled to its respective electric motor. Each road wheel sensor and each steering wheel sensor can then be coupled to its respective gearbox. For example, the absolute position of each actuator can be determined by the respective road wheel sensor and / or steering wheel sensor by having the sensor comprise a first sub-sensor and a second sub-sensor, with the different sub-sensors located on opposite sides of the gearbox, such as a reduction gearbox. The absolute position information for each actuator can then be determined using the Vernier algorithm.

[0054] The ability to determine absolute position information for each actuator makes the electronic steering system's sensors robust against a current cycle with a sensor fault, during which the sensor is disconnected from the power supply. As a result, the absolute position information of each actuator can be re-established even after a power supply interruption.

[0055] If different feedback channels and / or steering channels have a single, separate steering wheel sensor, the electronic steering system is also redundant with regard to its sensors. For example, in some embodiments, even two steering wheel sensors can be faulty, but the information necessary for torque feedback about the position of the steering wheel actuator and / or the steerable vehicle wheels coupled to it can still be acquired and determined using an additional third steering wheel sensor. This increases the integrity of the electronic steering system.

[0056] Preferably, feedback channels and / or steering channels may include road wheel sensors configured to detect the position and / or movement (wheel angle) of a steerable vehicle wheel.

[0057] Optionally, feedback channels and / or steering channels may have steering wheel sensors configured to detect the position and / or movement (steering wheel angle) of the vehicle's steering wheel.

[0058] During vehicle operation, the absolute position of an actuator can be advantageously determined and continuously monitored based on relative position information. For example, the motor angle of the underlying electric motor can be taken into account. This offers high robustness during the vehicle's driving cycle against disturbances in the sensor system, such as a road wheel sensor or steering wheel sensor.

[0059] Optionally, at least two steering channels are active. In this case, each steering channel has road wheel actuators configured to apply torque to the vehicle's steerable wheels in such a way as to vary the orientation (wheel angle) of the steerable wheels. This enables direct lateral control of the vehicle.

[0060] In some embodiments, at least one steering channel can be passive. The passive steering channel can be configured to enable lateral vehicle control only indirectly, based on an auxiliary steering system. This means that the steering channel can be configured to output different torques to different vehicle wheels, for example, by utilizing drive units and / or deceleration devices that are actually used for propulsion / deceleration of the vehicle. In this case, the passive steering channel does not need to have a road wheel actuator. Instead, lateral vehicle control is enabled via a tertiary lateral control system (so-called TLC). Different wheel-specific torques from the multiple drive units and / or deceleration devices are then implemented. This results in different rotational speeds of the different vehicle wheels, which in turn provides lateral vehicle control.As a result, lateral control of the vehicle can be ensured even if, for example, a road wheel actuator is faulty. The passive steering channel, of course, does not need to include a road wheel actuator.

[0061] Optionally, in the event of a feedback channel malfunction, an error notification is issued to the vehicle's driver. For example, the vehicle may be equipped with a suitable output device, such as a multimedia device with a display or similar, which can provide the driver with a corresponding notification. This can alert the driver that vehicle maintenance is required.

[0062] Preferably, in the event of a steering channel malfunction, a fault notification is also issued to the vehicle's driver. The previous explanations apply accordingly.

[0063] Preferably, the electronic steering system includes a system control device. This device is configured to monitor feedback channels and steering channels for errors and / or to detect corresponding errors in components of the respective channels. The system control device can also be located external to the electronic steering system and, for example, be implemented by a higher-level driver control unit of the vehicle. Upon detecting an error in a feedback channel and / or a steering channel or a component thereof, the system control device can trigger an error notification to be sent to the driver. This further enhances the functionality of the electronic steering system.

[0064] Optionally, in the event of a fault in two identical channels, particularly two feedback channels, or components thereof, a series of fault notifications of increasing relevance is issued to the vehicle driver. The increasing relevance of the fault notifications in the corresponding series can manifest itself, for example, by the corresponding fault notifications being emphasized more strongly along the series. For instance, the fault notifications along the series can have an increasing size or be displayed to the vehicle driver for longer periods. Preferably, the fault notifications can also include additional notification signals, such as sounds emitted from a loudspeaker.Alternatively or cumulatively, the error notifications can also be displayed sequentially via different parts of the vehicle's output devices, so that those of higher relevance are shown more prominently in the driver's usual field of vision, for example, in the usual position of the vehicle's displays, such as the speedometer. If two identical channels fail, for example, two feedback channels, only a single channel of the corresponding type remains. In this case, it is crucial that the driver quickly steers the vehicle into a suitable parking position to prevent the third channel of the corresponding type from also failing and thus rendering the corresponding functionality of the electronic steering system, such as torque feedback, completely unusable.In this context, the series of error notifications with increasing relevance ensures that the vehicle driver understands the importance of the error notifications and follows the corresponding instructions. This reliably prevents operating situations in which individual functionalities of the electronic steering system can no longer be guaranteed.

[0065] Preferably, a series of error notifications with increasing relevance is provided, also in the event of a fault in two similar steering channels or components thereof.

[0066] In some embodiments, the vehicle's speed is reduced below a series of speed thresholds if, after predefined periods, the vehicle's speed exceeds the respective threshold. This allows for a forced reduction in vehicle speed, for example, if the driver fails to steer the vehicle into a suitable parking position despite faults in the electronic steering system. This generally prevents unsuitable driving situations with regard to the electronic steering system. Advantageously, this design also prevents the vehicle's speed from having to be reduced to a minimum speed, such as a crawl speed, immediately after a single fault occurs in the electronic steering system.Therefore, compared to previous approaches, the functionality of the vehicle can be ensured over a larger parameter space.

[0067] In particular, the application of a series of speed thresholds and the corresponding reduction of the vehicle's speed after predefined periods can be triggered and applied as a consequence of faults occurring in the electronic steering system, for example, by the electronic steering system's control unit. The corresponding speed thresholds can depend, in particular, on the type or number of faults that have occurred in connection with one or more channels of the electronic steering system. The electronic steering system's control unit can be configured to select and specify the speed thresholds accordingly. This further enhances the functionality of the electronic steering system.

[0068] In some embodiments, a first speed threshold can be chosen in such a way that a creeping movement of the vehicle is still possible, for example to reach a workshop.

[0069] Preferably, a second speed threshold can be chosen such that the vehicle is only allowed to crawl along, for example, to reach the nearest parking space. This means that the second speed threshold can be lower than the first speed threshold.

[0070] Optionally, the first speed threshold can be applied if only a single fault occurs within the electronic steering system with respect to a single channel or component thereof, for example, a feedback channel. In this case, the second speed threshold can subsequently be applied if an additional fault occurs within the electronic steering system with respect to a similar, second channel or component thereof, for example, another feedback channel. Thus, the present method enables appropriate measures to be taken for the vehicle in an automated manner, such as a reduction in vehicle speed depending on the faults that have occurred.

[0071] Optionally, the method is implemented as a computer-implemented procedure. This means that the process steps can be executed with the aid of one or more data processing devices. In particular, a data processing device can trigger or execute the corresponding steps. For example, a data processing device of the feedback control device can control the road wheel sensor such that it detects the position and / or movement of the vehicle's steerable wheel or the component coupled to it, determines the feedback torque, and outputs a control signal to the steering wheel actuator so that it delivers a torque corresponding to the feedback torque to the steering wheel or a component coupled to it.

[0072] According to another aspect, the disclosure also relates to a computer program product, comprising instructions that, when the program is executed by a computer, cause it to perform the method as described herein. The advantages achieved by the method described herein are also achieved by the computer program product in a corresponding manner.

[0073] According to an additional aspect, the disclosure also relates to a computer-readable storage medium, comprising instructions that, when the program is executed by a computer, cause it to perform the method as described herein. The advantages achieved by the method described herein are also achieved, correspondingly, by the computer-readable storage medium.

[0074] According to an additional aspect, some embodiments of the disclosure also relate to a vehicle with an electronic steering system. The advantages achieved by the method described herein are correspondingly also achieved by the vehicle.

[0075] 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.

[0076] All features explained with regard to the various aspects can be combined individually or in (sub-)combination with other aspects.

[0077] 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 according to one embodiment, - Fig. 2A to 2C simplified schematic representations of a procedure for operating a vehicle with an electronic steering system, - Fig. 3 to 5 simplified schematic representations of an electronic steering system according to different embodiments and system configurations, - Fig. 6 a simplified schematic representation of a progression of a gradual increase in the relevance of error notifications and a reduction in vehicle speed, and - Fig. 7 A simplified schematic representation of a steering wheel actuator according to one embodiment.

[0078] 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.

[0079] 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.

[0080] 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.”

[0081] Fig. Figure 1 shows a simplified schematic representation of a vehicle 10 with an electronic steering system 12 according to one embodiment.

[0082] The vehicle 10 also includes steerable wheels 14. The steerable wheels 14 are coupled to a common toothed steering rod 16. The common toothed steering rod 16 can be moved from a reference position, for example, a neutral position, which causes a steering movement of the steerable wheels 14. Thus, for example, the steerable wheels 14 can be deflected from a straight-ahead position of the vehicle 10 so that the vehicle 10 can turn.

[0083] The electronic steering system 12 includes a road wheel actuator 18 for moving the toothed steering rod 16. In this case, the road wheel actuator 18 is coupled to the toothed steering rod 16. Alternatively, the road wheel actuator 18 can also be coupled to the steerable vehicle wheels 14 in another way in order to influence their orientation.

[0084] According to the present embodiment, the road wheel actuator 18 comprises an electric motor 20. The electric motor 20 has several winding sets 22, here three, each comprising a group of windings. Each winding set 22 is configured so that, when supplied with signals such as phase voltages, phase currents are generated in the underlying windings, which can be used to drive a rotor of the electric motor 20. The rotor can then be coupled to the toothed steering rod 16, thus enabling the movement of the toothed steering rod 16.

[0085] In general, the electric motor 20 can also have more than three winding sets 22.

[0086] Typically, each winding set 22 is three-phase, so the electric motor 20 is nine-phase in total.

[0087] Each of the winding sets 22 enables the rotor of the electric motor 20 to move independently of the other winding sets 22. This means that the winding sets 22 are separate from each other.

[0088] The road wheel actuator 18 also includes road wheel sensors 24. In this case, the road wheel actuator 18 has three road wheel sensors 24. The road wheel sensors 24 are also separate from each other and configured to detect the position and / or movement of the steerable vehicle wheels 14 or a component coupled to them, here the toothed steering rod 16, independently of other road wheel sensors 24. Detecting the position of the toothed steering rod 16 enables the determination of the wheel angle of the steerable vehicle wheels 14. Thus, the orientation of the steerable vehicle wheels 14 can be determined.

[0089] The electronic steering system 12 of the vehicle 10 also includes several feedback control devices 26. The feedback control devices 26 are coupled to the road wheel actuator 18. Each individual feedback control device 26 is coupled to an individual road wheel sensor 24.

[0090] Although the road wheel sensors 24 are designed here as part of the road wheel actuator 18, they can alternatively be arranged separately from the road wheel actuator 18 and still be configured to detect the position and / or movement of the steerable vehicle wheels 14 of the vehicle 10. For example, the road wheel sensors 24 can be coupled separately from the road wheel actuator 18 to the rack and pinion steering rod 16.

[0091] The electronic steering system 12 of the vehicle 10 also includes a steering wheel 30. Using the steering wheel 30, a driver of the vehicle 10 can make steering commands for the vehicle 10 in order to steer the vehicle 10 in a desired direction.

[0092] A steering wheel actuator 32 of the electronic steering system 12 is coupled to the steering wheel 30. The steering wheel actuator 32 has a further electric motor 34. The electric motor 34 of the steering wheel actuator 32 also comprises several winding sets 22. The winding sets 22 of the electric motor 34 of the steering wheel actuator 32 are configured to correspond to the winding sets 22 of the electric motor 20 of the roadside actuator 18. This means that each winding set 22 of the electric motor 34 is configured separately from the other winding sets 22 to drive a rotor of the electric motor 34. As a result, the steering wheel 30 of the vehicle 10 can be subjected to a torque by the electric motor 34, which represents a feedback torque for the driver to give the driver a feeling about the lateral control of the vehicle 10.

[0093] The electric motor 34 of the steering wheel actuator 32 also has three winding sets 22 and is therefore nine-phase.

[0094] The electronic steering system 12 also includes steering wheel sensors 36, which are part of the steering wheel actuator 32. In this case, the steering wheel actuator 32 has three steering wheel sensors 36. Each steering wheel sensor 36 is configured independently of the other steering wheel sensors 36 to detect a steering input from the driver based on a steering wheel angle 30 relative to a reference position.

[0095] Alternatively, the steering wheel sensors 36 can also be separate from the steering wheel actuator 32 and still be configured to detect a position and / or movement of the steering wheel of the vehicle 10.

[0096] The electronic steering system 12 additionally comprises several steering control devices 38. The steering control devices 38 are independently configured. Each individual steering control device 38 is coupled to a single steering wheel sensor 36.

[0097] The electronic steering system 12 has individual feedback channels 28, each comprising at least one feedback control device 26. According to this embodiment, all feedback channels 28 are active and each also includes a winding set 22 of the steering wheel actuator 32 and, additionally, a generally optional road wheel sensor 24. This means that the electronic steering system 12 has three parallel feedback channels 28. Each feedback channel 28 is configured to detect the position and / or movement of a steerable wheel 14 of the vehicle 10, to determine a feedback torque based on this, and to apply a corresponding torque to the steering wheel 30 of the vehicle 10 based on the steering wheel actuator 32.

[0098] Alternatively, the feedback channels 28 can also include steering wheel sensors 36 which are configured to detect the position and / or movement of a steering wheel 30 of the vehicle 10.

[0099] In another alternative, at least one feedback channel 28 can also be passive in order to effect a torque for the steering wheel 30 of the vehicle indirectly, instead of by means of a steering wheel actuator 32, namely by means of an electric motor short-circuiting element, an electric damping element 64 and / or a mechanical damping element 66 (see Fig. 7).

[0100] In this context, it shows Fig. Figure 3 shows a simplified schematic representation of an electronic steering system 12 according to one embodiment. This further clarifies which components can be involved in a single feedback channel 28A of the feedback channels 28. Even if this is in Fig. If 1 is not shown, separate communication structures such as bus structures 52, 52A, 52B, 52C for the individual feedback channels 28, 28A, 28B, 28C may also be provided.

[0101] It is further clarified here that each feedback channel 28 can comprise a single, separate winding set 22, 22A, 22B, 22C of the respective electric motor 20, 34, provided that these are active feedback channels 28. The feedback control devices 26, 26A, 26B, 26C are also separate for the respective feedback channels 28. Additionally, the optional steering wheel sensors 36, 36A, 36B, 36C and the optional road wheel sensors 24, 24A, 24B, 24C are also separately part of different feedback channels 28 or (not shown here) steering channels 40.

[0102] Additionally, the electronic steering system 12 has 2 different steering channels 40, each of which has at least one steering control device 38. The steering channels 40 can also each have a winding set 22 of the road wheel actuator 18 and a steering wheel sensor 36, which is generally optional. According to this embodiment, the electronic steering system 12 therefore comprises three parallel steering channels 40. Each steering channel 40 is generally configured to detect the position and / or movement of the steering wheel 30 of the vehicle 10, to determine a steering input from the driver based on the detected position and / or movement, and to apply a torque to the steerable vehicle wheels 14 via the road wheel actuator 18 in accordance with the steering input, so that the vehicle 10 is steered in the desired direction.

[0103] According to the embodiment shown here, the electronic steering system 12 also includes a system control device 42, which comprises at least one data processing device 44. The system control device 42 is configured here as an interface between the feedback control devices 26 and the steering control devices 38. However, this is purely optional. Generally, the electronic steering system 12 does not need to include a system control device 42.

[0104] The system control device 42 is configured to monitor the various components of the electronic steering system 12 for any faults that may occur. Additionally, the system control device 42 is configured to issue a notification to the driver of the vehicle 10 via an output device 46 coupled to the system control device 42, for example, a multimedia display. This allows the driver of the vehicle 10 to be informed, for example, about fault conditions in the electronic steering system 12.

[0105] Alternatively, fault monitoring can also be performed by another control device of the vehicle 10, for example a higher-level driving control device 48, which generally serves to drive the vehicle 10.

[0106] Fig. Figures 2A to 2C show simplified schematic representations of a method 50 for operating a vehicle 10 with an electronic steering system 12. Optional steps are shown with dashed lines.

[0107] The different embodiments of the method 50 differ with regard to the feedback channels 28 and steering channels 40 provided.

[0108] According to the embodiment from Fig. In 2A, the method 50 is configured at least with regard to two feedback channels 28. Steering channels 40 and / or a third feedback channel 28C may optionally be provided in this embodiment.

[0109] According to the embodiment from Fig. In 2B, the method 50 is designed at least with regard to two steering channels 40. Feedback channels 28 and / or a third steering channel 40C may optionally be provided in this embodiment.

[0110] According to the embodiment from Fig. In this embodiment, method 50 is configured at least with respect to two feedback channels 28 and two steering channels 40. A third feedback channel 28C and / or a third steering channel 40C may optionally be provided in this embodiment.

[0111] The following explanations regarding method 50 refer to all embodiments of the Fig. 2A to 2C.

[0112] Each of the two feedback channels 28 is configured to execute at least steps S1 to S3. An optional third feedback channel 28C can be configured differently. For example, the third feedback channel 28C can be passive, so that step S1 can be omitted.

[0113] Each of the 40 steering channels is set up to execute at least steps S4 to S6.

[0114] According to optional step S1 (optional according to the configuration of feedback channels 28 and / or steering channels 40), the position and / or movement of the steerable vehicle wheel 14 of the vehicle 10 or the component coupled to it, and / or the position and / or movement of a steering wheel 30 of the vehicle 10, is detected. For example, this can be done using a road wheel sensor 24 and / or a steering wheel sensor 36. With regard to the steering angle of the steerable vehicle wheels 14, this can be done based on the rack and pinion 16, since this is fixedly coupled to the steerable vehicle wheels 14, and a change in the wheel angle of the steerable vehicle wheels 14 immediately requires a movement of the rack and pinion 16.

[0115] In the subsequent step S2 (optionally according to the configuration of feedback channels 28 and / or steering channels 40), a feedback torque is determined by the feedback control device 26 based on the detected position and / or movement. This means that the feedback control device 26 of the respective feedback channel 28 determines, based on the detected position of the rack and pinion 16, the torque to be applied to the steering wheel 30 of the vehicle 10 in order to provide the driver of the vehicle 10 with appropriate feedback on the lateral control of the vehicle 10.

[0116] Subsequently, in step S3 (optionally according to the configuration of feedback channels 28 and / or steering channels 40), a torque is output to the steering wheel 30 or a component coupled to it, based on the determined feedback torque. For example, this can be achieved using the steering wheel actuator 32 of the respective (active) feedback channel 28. The respective feedback control devices 26 of the corresponding feedback channels 28 can directly control the winding sets 22 of the electric motor 34 of the steering wheel actuator 32, for example, by applying phase voltages, or alternatively, they can output corresponding control signals to the steering control devices 38, which then control the winding sets 22 accordingly.

[0117] Alternatively, for at least one (passive) feedback channel 28, an electric motor short-circuiting element, an electric damping element 64 and / or a mechanical damping element 66 can be used to indirectly apply a torque to the steering wheel.

[0118] As a result, the procedure 50 enables feedback to be provided to the driver of the vehicle 10 via independent feedback channels 28. This means that if an error occurs in a particular feedback channel 28, the other feedback channels 28 can still ensure continuous feedback to the driver of the vehicle 10.

[0119] In particular, the electronic steering system 12 can have at least two feedback channels 28, preferably three feedback channels 28.

[0120] As part of an optional steering channel 40, the procedure 50 can optionally include step S4 (optionally according to the configuration of feedback channels 28 and / or steering channels 40), in which a position and / or movement of the steering wheel 30 or the component coupled to it is detected, for example by means of a steering wheel sensor 36.

[0121] In the subsequent step S5 (optionally depending on the configuration of feedback channels 28 and / or steering channels 40), a torque input can then be determined based on the detected position and / or movement of the steering wheel 30 by a steering control device 38 coupled to the steering wheel sensor 36. In other words, the steering control device 38 determines which steering input the driver is making at the steering wheel 30 and then determines the torque to be applied to the steerable vehicle wheels 14 of the vehicle 10 so that the driver's steering input is followed.

[0122] In the subsequent step S6 (optionally according to the configuration of feedback channels 28 and / or steering channels 40) of steering channel 40, a torque is output to a steerable vehicle wheel 14 or a component coupled to it, based on the determined torque specification. In the case of active steering channels, this is done, for example, by means of the road wheel actuator 18. For this purpose, the steering control device 38 can be directly coupled to the winding sets 22 of the electric motor 20 of the road wheel actuator 18. Alternatively, the steering control devices 38 can also output a corresponding control signal to a respective feedback control device 26, which then controls a winding set 22 of the electric motor 20 of the road wheel actuator 18 accordingly. For a passive steering channel 40, for example, a tertiary lateral guidance system (auxiliary steering) can be used.

[0123] In this way, the procedure 50 can ensure that the steerable vehicle wheels 14 of the vehicle 10 are aligned according to the steering input of the driver.

[0124] In this context, it shows Fig. Figure 4 shows a simplified schematic representation of an electronic steering system 12 according to one embodiment. It illustrates that the electric motor 20 of the road wheel actuator 18 can additionally be coupled to a gearbox 54. This allows the gear ratio to be adjusted, for example, at the output of the electric motor 20. In this case, the corresponding road wheel sensors 24 can have sub-sensors 24D, 24E, 24F, such that corresponding sub-sensors of the road wheel sensors 24 are arranged downstream and upstream of the gearbox 54 of the road wheel actuator 18. As a result, each road wheel sensor 24, which is formed by a pair of sub-sensors, can be configured to acquire absolute position information with respect to the electric motor 20. This increases the precision in determining the position and / or movement of the steerable vehicle wheels 14 of the vehicle 10.

[0125] Correspondingly, the electric motor 34 of the steering wheel actuator can also be coupled to a gearbox 56 so that the gear ratio at the output of the electric motor 34 can be adjusted. The steering wheel sensors 36 can also have corresponding sub-sensors 36D, 36E, 36F, so that absolute position information regarding the electric motor 34 of the steering wheel actuator 32 can also be detected.

[0126] Optionally, the procedure 50 can also be further developed by steps S7, S8, S8A, and / or S8B. These steps can be carried out, for example, by a higher-level vehicle control device 48 of the vehicle 10. Here, the aforementioned steps are executed, for example, by a system control device 42 of the electronic steering system 12.

[0127] In accordance with step S7, a fault in the electronic steering system 12 is detected. For example, the system control device 42 of the electronic steering system 12 may be configured to detect that a specific feedback control device 26 is no longer operating correctly. In this context, the following is shown: Fig. Figure 5 shows a simplified schematic representation of an electronic steering system 12 according to one embodiment. Here, a fault occurs in connection with the steering control device 38C. As a result, a single steering channel 40 of the electronic steering system 12 is faulty. This means that the electronic steering system 12 then has three separate feedback channels 28 but only two separate steering channels 40. However, since the respective feedback channels 28 and steering channels 40 each ensure the functionality of the electronic steering system 12 with regard to torque feedback and the steering of the steerable vehicle wheels 14, the electronic steering system 12 can continue to be used due to the redundancy provided.

[0128] As a result, according to step S8, a fault notification can be issued to the driver of vehicle 10, for example by means of the output device 46. In this way, the driver can be informed of the existence of a fault in the electronic steering system 12, in order to prompt the driver to park vehicle 10 in a suitable parking position.

[0129] Optionally, step S8 can be further developed by at least one of steps S8A or S8B.

[0130] According to step S8A, a series of fault notifications of increasing relevance is issued to the driver of vehicle 10 when multiple similar channels of the electronic steering system 12 exhibit a fault, for example, several feedback channels 28 or several steering channels 40. The increasing relevance of the fault notifications can manifest itself in the fact that the fault notifications in the series have larger dimensions, additional signal components, such as sounds, or additional effects, such as flashing. This increases the probability that the driver will perceive the fault notification and act upon it. Consequently, the probability that the driver will park vehicle 10 in a suitable parking position is increased.

[0131] Step S8 can also be further developed by step S8B, in which the speed of vehicle 10 is reduced below a series of speed thresholds if the speed of vehicle 10 exceeds the respective speed threshold after predefined time periods. This can correspond to the forced reduction of the speed of vehicle 10, for example, because the driver has not yet parked vehicle 10 in a suitable parking position despite a fault in the electronic steering system 12.

[0132] In this context, it shows Fig. Figure 6 shows a simplified schematic representation 58 of a progression of a gradual increase in the relevance of error notifications 62 and the reduction of the vehicle speed 60. The x-axis represents time versus the relevance of the error notifications 62 and the maximum vehicle speed 60, respectively, on the y-axis.

[0133] At time T1, a fault occurs in the electronic steering system 12. This triggers an initial fault notification to the driver of vehicle 10, which is displayed at a first level. If the driver of vehicle 10 does not reduce the vehicle's speed, a predefined period may have elapsed by time T2, measured from time T1, after which the maximum speed of vehicle 10 is forcibly reduced to a lower level than the previous period. If another fault occurs in the electronic steering system 12 at time T3, a further fault notification is issued to the driver of vehicle 10, but this notification has a higher relevance (higher level) compared to the previous fault notification. Again, a predefined period is observed, measured from time T3.If the driver of vehicle 10 again fails to reduce the vehicle's speed, the maximum speed of vehicle 10 can be further reduced at time D4 to a level lower than that enforced at time T2. This generates a series of fault notifications with increasing relevance as further faults occur in the electronic steering system 12. Consequently, parallel to the series of fault notifications with increasing relevance, a series of predefined time periods can be provided during which the maximum speed of vehicle 10 is forcibly reduced below a respective speed threshold if the driver of vehicle 10 does not do so.As a result, the method 50 ultimately makes it possible for the vehicle 10 to be used at any given time only at a speed that is appropriate in light of the faults that have occurred in the electronic steering system 12. For example, a speed of the vehicle 10 corresponding to a crawl speed can also be enforced in this way.

[0134] In this context, the steering wheel actuator 32 can be configured such that the steering wheel 30 is subjected to a torque based on a passive mode of operation of the steering wheel actuator 32. Faults in the electronic steering system 12, for example with regard to the feedback control devices 26 or steering control devices 38, can lead to the winding sets 22 of the electric motor 34 of the steering wheel actuator 32 no longer being able to be controlled accordingly.

[0135] In order to nevertheless provide the driver of vehicle 10 with feedback about the torque of the lateral guidance of vehicle 10 applied to the steerable vehicle wheels 14, windings of the winding sets 22 of the electric motor 34 of the steering wheel actuator 32 can be short-circuited, coupled with a varying electrical resistance, or an additional mechanical damping element can be activated, based on which the steering wheel 30 is subjected to a mechanical frictional torque. Here, [the text abruptly ends here, so the translation stops as well.] Fig. Figure 7 shows a simplified schematic representation of a steering wheel actuator 32 according to one embodiment. Only a single winding set 22A of the electric motor 34 of the steering wheel actuator 32 is shown here. However, the functionality can be transferred to the other winding sets 22 of the steering wheel actuator 32.

[0136] The winding set 22 comprises three windings 23A, 23B, and 23C. The windings 23 are coupled to a steering control device 38 so that the electric motor 34 can be started accordingly. For example, the windings 23 can be supplied with corresponding phase voltages, so that phase currents are established in the windings 23, based on which a rotor of the electric motor 34 can be driven. Ultimately, this results in the provision of torque for the steering wheel 30 coupled to the electric motor 34.

[0137] According to the present embodiment, an electrical damping device 64 is coupled to the windings 23 of the winding set 22A. The electrical damping device 64 has a variable resistance. The electrical damping device 64 is configured to ensure a variable electrical resistance between the windings 23 of the winding set 22A. Ultimately, the electrical damping device 64 can also ensure a short circuit between the windings 23 of the winding set 22A. The electrical resistance creates a resistance of the steering wheel actuator 32, which can be used as passive torque feedback for the steering wheel 30 to provide the driver of the vehicle 10 with feedback about the torque applied to the steerable vehicle wheels 14.In the normal operating state of the electronic steering system 12, the electric damping device 64 can be deactivated, for example by a switching device 68 which is coupled to a power supply circuit 70. Should the power supply circuit 70 be faulty, the switching device 68 can trigger (normally closed) and consequently activate the electric damping device 64.

[0138] Alternatively or cumulatively, a mechanical damping element 66 can also be coupled, at least indirectly, to the steering wheel 30. The mechanical damping element 66 can also be controlled by the switching device 68 and configured to generate mechanical friction with respect to the steering wheel 30, for example, if the electric motor 34 is no longer usable. In this way, torque feedback can still be conveyed to the driver of the vehicle 10 despite a fault in the electronic steering system 12.

[0139] This means that although the electric motor 34 is no longer controlled according to its actual functionality, the steering wheel 30 can still be subjected to a torque that provides the driver with a feeling for the lateral control of the vehicle 10. The activation of these passive feedback torque mechanisms can be configured to be triggered automatically in the event of a fault in a supply circuit 70 for the power supply of the steering wheel actuator 32. This increases the functionality of the electronic steering system 12.

[0140] The control of the damping parameters of the electrical damping element, the switching device 68 or the damping element 66 can also be carried out by an external control device, for example the system control device 42 of the electronic steering system 12 or the higher-level driving control device 48.

[0141] The motor short-circuiting element, the electrical damping element 64 and / or the mechanical damping element 66 can be part of a specific feedback channel 28, which then does not require information about the position and / or movement of the steerable vehicle wheel 14 and / or the steering wheel 30. In this case, step S1 for this feedback channel 28 can be omitted.

[0142] Specific embodiments disclosed herein 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.

[0143] 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 (SOCK), 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).

[0144] 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.

[0145] 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.

[0146] 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] DE 602 21 949 T2

[0005] DE 10 2019 007 715 A1

[0005] DE 198 34 870 A1

[0005] US 2006 / 0253726 A1

[0005] US 6,820,715 B2

[0005] US 10,752,282 B2

[0005] US 11,780,493 B2

[0005]

Claims

[1] Method (50) for operating a vehicle (10) with an electronic steering system (12) comprising at least one first, one second and one third independent feedback channel (28A, 28B, 28C) and at least one first and one second independent steering channel (40A, 40B) or comprising at least one first and one second independent feedback channel (28A, 28B) and at least one first, one second and one third independent steering channel (40A, 40B, 40C), wherein the feedback channels (28A, 28B, 28C) each have at least one feedback control device (26), wherein each steering channel (40) has a steering control device (38), wherein the method (50) independently comprises at least the following steps for at least two feedback channels (28): - Detecting the position and / or movement of the steerable vehicle wheel (14) of the vehicle (10) or the component coupled thereto and / or the position and / or movement of a steering wheel (30) of the vehicle (10), - Determining a feedback torque based on the detected position and / or movement by the feedback control device (26), and - Outputting a torque to the steering wheel (30) or a component coupled thereto based on the determined feedback torque, wherein the method (50) independently comprises at least the following steps for each steering channel (40): - Detecting the position and / or movement of the steering wheel (30) or the component coupled to it, - Determining a torque input based on the detected position and / or movement by the steering control device (38), and - Output of torque to a steerable vehicle wheel (14) or a component coupled thereto based on the determined torque specification. [2] Method (50) according to claim 1, characterized by, that the electronic steering system (12), if not present, has at least one additional third independent feedback channel (28C) or one additional third independent steering channel (40C). [3] Method (50) according to claim 1 or 2, characterized by , that one of the feedback channels (28A, 28B, 28C) is passive and outputs the torque to the steering wheel (30) by means of an electric motor short-circuiting element, an electric damping element and / or a mechanical damping element. [4] Method (50) according to claim 3, characterized by , that the torque output to the steering wheel (30) is caused by a resistance torque by: - The windings of the electric motor (34) coupled to the steering wheel (30) are short-circuited by means of the electric motor short-circuit element, - a resistance between the windings of the electric motor (34) is varied by means of the electrical damping element, and / or - the mechanical damping element is activated, which is at least indirectly coupled to the steering wheel (30), so that additional mechanical friction is caused. [5] Method (50) according to any of the preceding claims, characterized by , that at least two feedback channels (28A, 28B, 28C) are active and have a steering wheel actuator (32) by means of which they output the torque to the steering wheel (30). [6] Method (50) according to claim 5, characterized by , that the steering wheel actuators (32) of different feedback channels (28) comprise respective independent winding sets (22) within a single electric motor (34) which is coupled at least indirectly to the steering wheel (30). [7] Method (50) according to any of the preceding claims, characterized by, that the position and / or movement of the steerable vehicle wheel (14) of the vehicle (10) is detected by means of a road wheel sensor (24) which is assigned to the respective feedback channel (28A, 28B, 28C) and / or that the position and / or movement of a steering wheel (30) of the vehicle (10) is detected by means of a steering wheel sensor (36) which is assigned to the respective feedback channel (28A, 28B, 28C). [8] Method (50) according to any of the preceding claims, characterized by , that road wheel actuators (18) of different steering channels (40) comprise respective independent winding sets (22) within a single electric motor (20) which is coupled at least indirectly to the steerable vehicle wheel (14). [9] Method (50) according to any of the preceding claims, characterized by, that at least one steering channel (40) is passive, wherein the passive steering channel (40) is configured to provide lateral vehicle guidance based on an auxiliary steering system, wherein the auxiliary steering system utilizes drive units and / or deceleration devices of the vehicle (10) to output different wheel-individual torques to different vehicle wheels (14) of the vehicle (10), and wherein the passive steering channel (40) does not include a road wheel actuator. [10] Method (50) according to any of the preceding claims, characterized by , that in the event of a fault in a feedback channel (28) a fault notification is issued to a driver of the vehicle (10). [11] Method (50) according to any of the preceding claims, characterized by , that in the event of a fault in two feedback channels (28A, 28B) a series of fault notifications of increasing relevance is issued to the driver of the vehicle (10). [12] Method (50) according to any of the preceding claims, characterized by , that the speed of the vehicle (10) is reduced below a series of speed thresholds if the speed of the vehicle (10) is greater than the respective speed threshold after predefined time periods. [13] Electronic steering system (12) for a vehicle (10) that has at least one comprising a first, a second and a third independent feedback channel (28A, 28B, 28C) and a first and at least a second independent steering channel (40A, 40B), or comprising at least a first and a second independent feedback channel (28A, 28B) and at least a first, a second and a third independent steering channel (40A, 40B, 40C), wherein the feedback channels (28A, 28B, 28C) each have at least one feedback control device (26), wherein each steering channel (40) has at least one steering control device (38), wherein the electronic steering system (12) is configured for at least two feedback channels (28A, 28B) to detect a position and / or movement of the steerable vehicle wheel (14) of the vehicle (10) or the component coupled thereto and / or a position and / or movement of a steering wheel (30) of the vehicle (10), wherein the feedback control device (26) is configured to determine a feedback torque based on the detected position and / or movement, wherein the electronic steering system (12) is further configured to output a torque to a steering wheel (30) or a component coupled thereto based on the determined feedback torque, wherein the electronic steering system (12) is configured for each steering channel (40) to detect a position and / or movement of the steering wheel (30) or the component coupled thereto, wherein the respective steering control device (38) is configured to determine a torque input based on the detected position and / or movement, and wherein the electronic steering system (12) is configured for the respective steering channel to output a torque to a steerable vehicle wheel (14) or a component coupled thereto based on the determined torque specification.

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