Identifying and differentiating between jammed and failed rack and pinion systems for vehicles

Abstract

According to exemplary embodiments, methods and systems are provided that include one or more steering sensors of a vehicle and a processor. The one or more steering sensors are configured to receive steering sensor data relating to a steering system of the vehicle, the steering system comprising a motor and a rack. The processor is coupled to the one or more steering sensors and is configured to facilitate at least the following: determining an estimated electrical current of the motor based on the steering sensor data; comparing the estimated electrical current to a predetermined electrical current threshold; and determining a state of the vehicle's steering system, including whether the vehicle's movement is prevented and whether the rack has failed, based on whether the estimated electrical current is greater than or equal to the predetermined electrical current threshold.

Description

[0001] The technical field generally concerns steering systems for vehicles and in particular methods and systems for distinguishing between states with jammed and failed rack for steering systems for vehicles.

[0002] Certain vehicles today incorporate steer-by-wire steering systems, where there is no physical connection between a steering wheel and the vehicle's wheels. In certain situations, such a vehicle may encounter a problem that prevents its movement, and it can be difficult to determine the nature of the condition, such as a failure of the steering system's rack and pinion or an object causing the vehicle to become stuck.

[0003] US Patent 2021 / 0269086A1 describes a steering control device configured to control a steering system that has a structure in which a power transmission path is separated between a steering mechanism and a steering system actuation mechanism, which includes a motor that generates motor torque. The steering control device includes a controller that manages the motor's actuation. The controller detects an abnormality of the steering system actuation mechanism when a value indicating a variation in motor torque corresponds to a state in which a steering shaft is presumed to be stationary, even though motor torque is applied.

[0004] DE 10 2015 118 882 A1 describes a vehicle driving control device in which a driving environment information acquisition unit acquires driving environment information relating to the vehicle's driving environment. A driving information detection device detects driving information relating to the vehicle in order to execute automatic driving control based on this information. A lateral force generation device generates lateral force to be applied to the vehicle during automatic driving control. A torsion bar is integrated into a torque transmission path of a steering system. A steering wheel angle detection device detects a steering wheel angle. A lateral force detection device detects the lateral force acting on the vehicle.An intervention steering action determination unit determines that a driver has performed an intervention steering action when a characteristic of the detected steering wheel angle and lateral force differs from a reference characteristic that varies unambiguously when the steering wheel is in an unloaded state.

[0005] German patent DE 10 2013 114 109 A1 describes a vehicle assistance device. A steering control device estimates lane lines behind a subject vehicle based on lane lines detected in front of the subject vehicle and the subject vehicle's driving state. It determines whether a passing vehicle is in an adjacent lane based on the estimated lane lines behind the subject vehicle and a fixed object detected behind the subject vehicle by a millimeter-wave radar. If a passing vehicle is at a set distance behind the subject vehicle, the steering control device corrects a steering angle, set based on the lane lines in front of the subject vehicle, in a direction in which the subject vehicle moves away from the passing vehicle.

[0006] The object of the present invention is to provide improved methods and systems for determining states for steering systems of vehicles, including whether a vehicle is stuck or a rack failure condition exists for a vehicle having a steer-by-wire system.

[0007] The problem is solved by a method according to claim 1 and a system according to claim 9. Furthermore, a vehicle is described which, in one application, incorporates the system according to the invention. Advantageous embodiments are the subject of the dependent claims.

[0008] A method according to the invention is described, comprising the following: Obtaining, via one or more steering sensors of a vehicle, steering sensor data relating to a steering system of the vehicle, wherein the steering system comprises a motor and a rack; Determining, via a processor of the vehicle, an estimated electrical current of the motor based on the steering sensor data; Comparing, via the processor, the estimated electrical current with a predetermined electrical current threshold; and Determining, via the processor, a state of the steering system of the vehicle, including whether the movement of the vehicle is prevented and whether the rack has failed, based on whether the estimated electrical current is greater than or equal to the predetermined electrical current threshold.

[0009] In one embodiment, the steering system comprises a steer-by-wire steering system having a feedback motor coupled to a steering wheel of the vehicle and a wheel actuator (RWA) motor coupled to a wheel of the vehicle; and the estimated electrical current refers to the RWA motor coupled to the wheel of the vehicle.

[0010] In one embodiment, the method further includes taking a vehicle control action according to instructions provided by the processor, based on the state determined by the processor.

[0011] In one embodiment, the method further includes providing a notification to a driver of the vehicle based on the condition, including instructions for an action that the driver must take to rectify the condition, via a display of the vehicle in accordance with the instructions provided to him via the processor.

[0012] According to the invention, the method further comprises the following: obtaining, via one or more cameras of the vehicle, camera data relating to one or more external objects located near the vehicle; determining that the condition includes an operating state in which the steering system is functioning correctly when the estimated electrical current is less than the predetermined electrical current threshold; determining that the condition includes a rack failure state in which a mechanical fault exists for the rack when both of the following conditions are met: the estimated electrical current is greater than or equal to the predetermined electrical current threshold; and the camera data do not show any external objects that are assumed to be preventing the movement of the vehicle;and determine that the condition includes a rack jamming state in which the rack is assumed to be jammed by one or more external objects when both of the following conditions are met: the estimated electrical current is greater than or equal to the predetermined electrical current threshold; and the camera shows an external object that is assumed to be preventing the vehicle from moving.

[0013] In one embodiment, the method further comprises: providing a service instruction to a driver of the vehicle via instructions provided by the processor to obtain a repair of the steering system when the condition includes the rack failure condition; and providing a steering action instruction to the driver of the vehicle via the instructions provided by the processor when the condition includes the rack jamming condition.

[0014] In one embodiment, the determination of the estimated electric current of the motor is performed by the processor using an observer to estimate an angle of an impeller actuator (RWA) motor and a current, by integrating a prediction model for the RWA motor and a measurement model for observations, together with the use of a Kalman filter.

[0015] In one embodiment, the determination of the estimated electric current of the motor by the processor is also carried out by modeling the motor as a direct current (DC) permanent magnet motor, and by modeling electrical properties of the motor as a series circuit of a resistor, an inductor and a voltage source representing a back-EMF (electromotive force) generated by the motor, and further including a relationship between a rack displacement requested by a handwheel actuator (HWA) and a resulting RWA (road wheel angle) impeller angle.

[0016] In one embodiment, the processor also determines the estimated electric current of the motor by using pinion angle sensor measurements and rack force estimates received from an actuator, and determines the current based on the rack force using a mathematical model representing an interaction between the rack and pinion, together with an electrical model representing the interaction between the motor torque and the current.

[0017] In one embodiment, the Kalman filter is used by the processor when estimating a motor angle along with the motor current using a requested plate change (d r ag ), a motor voltage (V m ), a pinion angle (P) and a rack force (F) r), and using multiple predictions of the current at different times and using a motion model as well as measurements of the current using an observation model, together with a time delay for the Kalman filter.

[0018] A system according to the invention is described, comprising one or more steering sensors of a vehicle and a processor. The one or more steering sensors are configured to receive steering sensor data relating to a steering system of the vehicle, wherein the steering system comprises a motor and a rack. The processor is coupled to the one or more steering sensors and is configured to perform at least the following: determining an estimated electrical current of the motor based on the steering sensor data; comparing the estimated electrical current with a predetermined electrical current threshold;and determining a state of the vehicle's steering system, including whether the vehicle's movement is prevented and whether the rack has failed, based on whether the estimated electrical current is greater than or equal to the predetermined electrical current threshold. The system further comprises one or more of the vehicle's cameras configured to receive camera data regarding one or more external objects located near the vehicle; and the processor is coupled to the one or more cameras and is further configured to enable at least the following: determining that the state includes an operating state in which the steering system is functioning correctly when the estimated electrical current is less than the predetermined electrical current threshold;Determine that the condition includes a rack failure condition, in which a mechanical fault exists for the rack, if both of the following conditions are met: the estimated electrical current is greater than or equal to the predetermined electrical current threshold; and the camera data shows no external objects that are assumed to be preventing the vehicle from moving; and determine that the condition includes a rack jamming condition, in which the rack is assumed to be jammed by one or more external objects, if both of the following conditions are met: the estimated electrical current is greater than or equal to the predetermined electrical current threshold; and the camera shows an external object that is assumed to be preventing the vehicle from moving.

[0019] In one embodiment, the steering system comprises a steer-by-wire steering system having a feedback motor coupled to a steering wheel of the vehicle and a wheel actuator (RWA) motor coupled to a wheel of the vehicle; and the estimated electrical current refers to the RWA motor coupled to the wheel of the vehicle.

[0020] In one embodiment, the processor is further configured to perform at least the following: providing a service instruction to a driver of the vehicle via instructions provided by the processor to obtain a repair of the steering system when the condition includes the rack failure condition; and providing a steering action instruction to the driver of the vehicle via the instructions provided by the processor when the condition includes the rack jamming condition.

[0021] In one embodiment, the processor is further configured to determine the estimated electrical current of the motor by using an observer to estimate a motor angle for a road wheel actuator (RWA) motor and a current, by integrating a predictive model for the RWA motor and a measurement model for observations, together with the use of a Kalman filter; modeling the motor as a direct current (DC) permanent magnet motor, and by modeling electrical properties of the motor as a series circuit of a resistor, an inductor, and a voltage source representing a back-EMF (electromotive force) generated by the motor, and further including a relationship between a rack displacement requested by a handwheel actuator (HWA) and a resulting RWA (road wheel angle) impeller angle;and using pinion angle sensor measurements and rack force estimates received from an actuator, and determining the current based on the rack force using a mathematical model representing an interaction between the rack and pinion, together with an electrical model representing the interaction between the motor torque and the current.

[0022] In one embodiment, the processor is further configured to use the Kalman filter when estimating a motor angle along with the motor current using a requested plate change (d r ag ), a motor voltage (V m ), a pinion angle (P) and a rack force (F) r), and using multiple predictions of the current at different times and using a motion model as well as measurements of the current using an observation model, together with a time delay for the Kalman filter.

[0023] A vehicle is described which, in one application, incorporates the system according to the invention. The vehicle comprises a steering system, one or more steering sensors, and a processor. The steering system includes a steer-by-wire steering system comprising a rack and pinion, a feedback motor coupled to a steering wheel of the vehicle, and a wheel actuator (RWA) motor coupled to a wheel of the vehicle. The one or more steering sensors are configured to receive steering sensor data relating to the vehicle's steering system.The processor is coupled to one or more steering sensors and is configured to perform at least the following: determining an estimated electrical current of the RWA motor based on the steering sensor data; comparing the estimated electrical current with a predetermined electrical current threshold; and determining a state of the vehicle's steering system, including whether the vehicle's movement is prevented and whether the rack has failed, based on whether the estimated electrical current is greater than or equal to the predetermined electrical current threshold.

[0024] In one use case, the vehicle further comprises one or more vehicle cameras configured to receive camera data regarding one or more external objects located near the vehicle; wherein the processor is coupled to the one or more cameras and is further configured to perform at least the following: determine that the state includes an operating state in which the steering system is functioning correctly when the estimated electrical current is less than the predetermined electrical current threshold; determine that the state includes a rack failure state in which a mechanical fault exists for the rack when both of the following conditions are met: the estimated electrical current is greater than or equal to the predetermined electrical current threshold; and the camera data does not show any external objects that are assumed to be preventing the vehicle from moving;and determine that the condition includes a rack jamming state in which the rack is assumed to be jammed by one or more external objects when both of the following conditions are met: the estimated electrical current is greater than or equal to the predetermined electrical current threshold; and the camera shows an external object that is assumed to be preventing the vehicle from moving.

[0025] In one use case, the processor is further configured to perform at least the following: providing a service instruction to a driver of the vehicle via instructions provided by the processor to obtain a repair of the steering system when the condition includes the rack failure condition; and providing a steering action instruction to the driver of the vehicle via the instructions provided by the processor when the condition includes the rack jamming condition.

[0026] In one use case, the processor is further configured to determine the estimated electrical current of the motor by using an observer to estimate a motor angle for the RWA motor and a current, by integrating a predictive model for the RWA motor and a measurement model for observations, along with the use of a Kalman filter; modeling the motor as a direct current (DC) permanent magnet motor, and by modeling electrical properties of the motor as a series circuit of a resistor, an inductor, and a voltage source representing a back-EMF (electromotive force) generated by the motor, and further including a relationship between a rack displacement requested by a handwheel actuator (HWA) and a resulting RWA (road wheel angle) impeller angle;Using pinion angle sensor measurements and rack force estimates received from an actuator, and determining the current based on the rack force using a mathematical model representing an interaction between the rack and pinion, together with an electrical model representing the interaction between the motor torque and the current, and using the Kalman filter when estimating an angle of the motor together with the current of the motor using a requested plate change (d; r ag ), a motor voltage (Vm), a pinion angle (P) and a rack force (F) r ), and using multiple predictions of the current at different times and using a motion model as well as measurements of the current using an observation model, together with a time delay for the Kalman filter.

[0027] The present description is further described below in conjunction with the following drawing figures, where identical reference symbols denote identical elements and where: Fig. 1 is a functional block diagram of a vehicle comprising a steering system and a control system for determining steering states, including jamming and rack failure states; Fig. Figure 2 is a functional diagram of a steer-by-wire steering system of the vehicle from Fig. 1; Fig. 3 is a flowchart of a procedure for determining steering states, including jamming and rack failure states, of a vehicle, which is connected to the vehicle from Fig. 1 and the steering system Fig. 1 and Fig. 2 can be implemented; Fig. 4 and Fig. 5 present exemplary implementations of the procedure Fig. 3, including implementations of an RWA system observer and a Kalman filter used therein; Fig. 6 and Fig. 7 present exemplary implementations of provisions of the procedure. Fig. 3, including a rack failure condition (e.g., where a road edge has no height and does not cause an obstruction, as in Fig. 6 shown), or a condition of the rack jamming (e.g. where the road edge has a height and causes an obstruction, as in Fig. 7 shown); Fig. 8 - Fig. 10 represent data diagrams of respective implementations, including a natural scenario ( Fig. 8), a rack failure condition, which is a condition from Fig. 6 ( Fig. 9) corresponds to, and a state of the rack jamming, which corresponds to a state of Fig. 7 ( Fig. 10) corresponds; and Fig. Section 11 presents another exemplary implementation for using the techniques described herein.

[0028] Fig. Figure 1 illustrates a vehicle 100 according to an exemplary embodiment. As described in more detail below, the vehicle 100 comprises a steering system 104 and a control system 102 configured to determine conditions relating to the steering system 104, including a jammed rack state and a failed rack state for the steering system 104 according to exemplary embodiments.

[0029] In various embodiments, the vehicle 100 comprises an automobile. The vehicle 100 can be any one of a number of different types of automobiles, such as a sedan, a station wagon, a truck, or an SUV, and in certain embodiments can be a two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD), or all-wheel drive (AWD) vehicle, and / or various other types of vehicles. In certain embodiments, the vehicle 100 can also comprise a motorcycle or other vehicle, such as an aircraft, a spacecraft, a watercraft, and so on, and / or one or more other types of mobile platforms (e.g., a robot and / or another mobile platform).

[0030] The vehicle 100 comprises a body 106 mounted on a chassis 116. The body 106 essentially encloses other components of the vehicle 100. The body 106 and the chassis 116 can together form a frame. The vehicle 100 also comprises a plurality of wheels 112. The wheels 112 are each rotatably coupled to the chassis 116 near a respective corner of the body 106 to execute the movement of the vehicle 100. In one embodiment, the vehicle 100 comprises four wheels 112, although this may vary in other embodiments (for example, for trucks and certain other vehicles).

[0031] A drive system 110 is mounted on the chassis 116 and drives the wheels 112, for example via axles 114. In certain embodiments, the drive system 110 includes a drive unit. In certain exemplary embodiments, the drive system 110 includes an internal combustion engine and / or an electric motor / generator coupled to it via a transmission. In certain embodiments, the drive system 110 can vary and / or two or more drive systems 110 can be used.

[0032] As in Fig. As shown in Figure 1, the vehicle 100 also includes a braking system 108 in various embodiments. In exemplary embodiments, the braking system 108 controls the braking of the vehicle 100 using braking components that are controlled by inputs provided by a driver (e.g., via a brake pedal in certain embodiments) and / or automatically via the control system 102.

[0033] As mentioned above, the vehicle 100 also includes a steering system 104. In various embodiments, the steering system 104 includes a steer-by-wire steering system in which there is no physical connection between a steering wheel and the wheels 112 in a stable environment.

[0034] With reference to Fig. 2 An illustration of the steering system 104 according to an exemplary embodiment is provided. As in Fig. Figure 2 shows that the steering system 104 (i.e., a steer-by-wire system) in an exemplary embodiment comprises, among other features, a steering wheel 202, a pinion 204, a rack 206, an actuator 208, a first motor 210, and a second motor 212. In an exemplary embodiment, the rack 206 is mounted on one of the axles 114. Fig. The steering system 104 is arranged and connects to one or more of the wheels 112 of the vehicle 100. In various embodiments, the steering system 104 can comprise several racks 206 for several axles 114 and / or for several wheels 112, and so on. Also in an exemplary embodiment, the first motor 210 is coupled to and / or near the steering wheel 202 (e.g., as a feedback motor for the steering wheel 202). Also in an exemplary embodiment, the second motor 212 comprises a wheel actuator (RAA) motor that is coupled to and / or near one or more of the wheels 112 (e.g., for controlling the movement of one or more of the wheels 112).

[0035] With renewed reference to Fig. In various embodiments, the control system 102 is coupled to the steering system 104 and determines conditions relating to the steering system 104. In certain embodiments, the control system 102 also controls the steering in certain situations (e.g., via automatic steering). Additionally, in certain embodiments, the control system 102 can also be coupled to one or more other vehicle components, such as the drive system 110, the brake system 108, and so on, and can control their operation completely or partially.

[0036] As in Fig. As shown in Figure 1, the control system 102 in various embodiments comprises a sensor arrangement 120, a display 130 and a controller 140, as described in more detail below.

[0037] In various embodiments, the sensor arrangement 120 comprises different sensors that receive sensor data for use in determining vehicle states 100 relating to the steering system 104, including a vehicle jamming state (e.g., as caused by an object or other obstacle near one or more of the wheels 112) and a steering system failure state 104 (e.g., a state of or relating to the rack 206). Fig. 2) In various embodiments, the sensor arrangement 120 comprises one or more steering sensors 122 and cameras 124, as described below. Also in certain embodiments, the sensor arrangement 120 may also comprise one or more other sensors 126.

[0038] In various embodiments, the steering sensors 122 comprise sensors of or relating to the steering system 104 and receive sensor data relating to the steering system 104. In various embodiments, the steering sensors 122 receive sensor data for an electric current from one or both of the motors 210, 212 of the steering system 104 and / or are used to calculate an estimated value for the electric current. In various embodiments, the sensor data values ​​include measured or estimated values ​​relating to electric current, voltage, pinion angle, motor angle (of one or both of the motors 210, 212), and rack force, among other possible values ​​relating to the steering system 104.

[0039] Also in various embodiments, the cameras 124 capture camera images of an area outside the vehicle 100 (e.g., near its wheels 112). Also in various embodiments, the cameras 124 capture objects and / or other obstacles to the movement of the vehicle 100 and / or its wheels 112 (e.g., in the case of a stuck vehicle).

[0040] In various embodiments, the sensor arrangement 120 may further comprise one or more other sensors 126, which may include, for example, additional sensors relating to the operation of the vehicle 100 (e.g. direction, speed, acceleration, etc.) and / or additional sensors for detecting obstacles and barriers (e.g. radar, sonar, lidar, etc.).

[0041] In various embodiments, the display 130 provides information to a driver and / or another user of the vehicle 100, including information relating to decisions made by the control system 102. In various embodiments, the display 130 provides information relating to decisions made by the control system 102 regarding one or more states of the vehicle 100 and its steering system 104 (e.g., a jammed state or a rack and pinion failure state, among other possible states).In addition, in various embodiments, the display 130 provides instructions to the driver regarding how to follow and assist in resolving the conditions (such as by seeking service at a service center in the event of a rack and pinion failure, and / or by turning the steering wheel to assist the wheels 112 and the vehicle 100 in moving around an obstacle in the event of a vehicle jamming condition, and so on). In various embodiments, the display 130 includes a system comprising a display screen for the visual presentation of this information and instructions to the user, according to instructions provided by the control system 102. In certain embodiments, the display 130 may also include one or more audio, haptic, and / or other components.

[0042] In various embodiments, the controller 140 is coupled to the sensor arrangement 120, the display 130, and the steering system 104. In various embodiments, the controller 140 can also be coupled to one or more other vehicle systems, as mentioned above. Also in various embodiments, the controller 140 comprises a computer system (hereinafter also referred to as computer system 140) and includes a processor 142, a memory 144, an interface 146, a storage device 148, and a computer bus 150. In various embodiments, the controller (or computer system) 140 controls the display 130, including the information and instructions provided on the display 130 to the driver or another user of the vehicle 100. In various embodiments, the controller 140 outputs these and other functions according to the steps of method 300. Fig. 3 and the implementations from Fig. 4-11 ready.

[0043] In various embodiments, the controller 140 (and in certain embodiments, the control system 102 itself) is arranged within the body 106 of the vehicle 100. In one embodiment, the control system 102 is mounted on the chassis 116. In certain embodiments, the controller 140 and / or the control system 102 and / or one or more components thereof can be arranged outside the body 106, for example, on a remote server, in the cloud, or on another device where image processing is performed remotely.

[0044] It goes without saying that the control unit 140 otherwise differs from the one in Fig. The embodiment shown in Figure 1 can be distinguished. For example, the control unit 140 can be coupled to one or more remote computer systems and / or other control systems or use them in other ways, for example as part of one or more of the devices and systems of the vehicle 100 identified above.

[0045] In the illustrated embodiment, the computer system of the controller 140 comprises a processor 142, a memory 144, an interface 146, a storage device 148, and a bus 150. The processor 142 performs the calculation and control functions of the controller 140 and can comprise any type of processor or multiple processors, individual integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and / or printed circuit boards that work together to perform the functions of a processing unit. During operation, the processor 142 executes one or more programs 152 contained in the memory 144 and thus controls the general operation of the controller 140 and the computer system of the controller 140, generally when executing the methods described herein, such as method 300. Fig. 3 and the implementations from Fig. 4-11.

[0046] Memory 144 can be any suitable type of memory. For example, Memory 144 can include various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and Flash).

[0047] In certain examples, the memory 144 is located on the same computer chip as the processor 142 and / or is located together on the same computer chip as the processor 142. In the illustrated embodiment, the memory 144 stores the aforementioned program 152 together with stored values ​​157 (e.g., thresholds for the method 300 in various embodiments).

[0048] The bus 150 serves to transmit programs, data, status, and other information or signals between the various components of the controller's computer system 140. The interface 146 enables communication with the controller's computer system 140, for example, from a system driver and / or another computer system, and can be implemented using any suitable method and device. In one embodiment, the interface 146 receives various data from the sensor array 120, among other possible data sources. The interface 146 can include one or more network interfaces for communication with other systems or components.Interface 146 may also include one or more network interfaces for communicating with technicians, and / or one or more storage interfaces for connecting to storage devices, such as storage device 148.

[0049] The storage device 148 can be any suitable type of storage device, including various different types of random-access memory and / or other storage devices. In an exemplary embodiment, the storage device 148 comprises a program product from which the memory 144 can receive a program 152 executing one or more embodiments of one or more methods of the present disclosure, such as the steps of method 300, which are described below in conjunction with Fig. 3 and the implementations from Fig. 4-11 will be discussed. In another exemplary embodiment, the program product can be stored directly in memory 144 and / or on a disk (e.g. disk 156), such as those mentioned below, and / or accessed in another way.

[0050] Bus 150 can be any suitable physical or logical means for connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optic, infrared, and wireless bus technologies. During operation, program 152 is stored in memory 144 and executed by processor 142.

[0051] It is understood that, while this exemplary embodiment is described in the context of a fully functional computer system, the person skilled in the art will recognize that the mechanisms of the present disclosure are capable of being distributed as a program product with one or more types of non-volatile, computer-readable signal-carrying media used to store the program and its instructions and to carry out its distribution, such as a non-volatile, computer-readable medium carrying the program and containing computer instructions stored therein to induce a computer processor (such as processor 142) to execute and run the program. Such a program product can take a variety of forms, and the present disclosure applies equally regardless of the specific type of computer-readable signal-carrying media used to carry out the distribution.Examples of signal-carrying media include: writable media, such as floppy disks, hard drives, memory cards, and optical discs, and transmission media, such as digital and analog communication links. It is understood that cloud-based storage and / or other technologies may also be used in certain embodiments. Likewise, it is understood that the computer system of the control unit 140 may also differ in other ways from the one described in [reference missing]. Fig. 1 can differ from the embodiment shown, for example in that the computer system of the controller 140 can be coupled to one or more remote computer systems and / or other control systems or can use them in other ways.

[0052] Fig. Figure 3 is a flowchart of a method 300 for determining steering states, including rack jamming and rack failure states, of a vehicle according to exemplary embodiments. The method 300 can also be used in various embodiments in conjunction with the vehicle 100. Fig. 1, including the steering system 104 and the control system 102 from Fig. 1 and Fig. 2, are implemented. Procedure 300 is described below in conjunction with the flowchart, as shown in Fig. 3 shown, as well as the implementations described in Fig. 4-11 are shown and are described in more detail below in connection with them.

[0053] As in Fig. As shown in Figure 3, the process 300 begins at step 302 in various embodiments. In one embodiment, the process 300 begins when a vehicle propulsion or ignition cycle begins, for example, when a driver enters the vehicle to operate it. In another embodiment, the steps of the process 300 are performed continuously during vehicle operation.

[0054] In various embodiments, sensor data is collected (step 304). In various embodiments, sensor data is taken from the sensor arrangement 120. Fig. 1 collected, including steering sensor data from steering sensors 122 and camera data from cameras 124.

[0055] In various embodiments, an estimate of the motor current is made (step 306). In particular, in various embodiments, an estimate is made by the processor 142 from Fig. 1 with respect to an electric current of the second motor 212 from Fig. 2 (i.e., of an impeller actuator motor) is performed while the vehicle 100 is in operation. According to an exemplary embodiment, the estimation of the motor current from step 306 is performed by the processor 142 using an observer to estimate an impeller actuator (RWA) motor angle and current by integrating a predictive model for the RWA system and a measurement model for observations, together with the use of a Kalman filter, as in Fig. 4 and Fig. 5 shown and described in more detail below.

[0056] With further reference to Fig. 3 In various embodiments, a determination is made as to whether the estimated motor current from step 306 (i.e., of the second motor 212 from Fig. 2) is greater than or equal to a predetermined motor current threshold (step 308). In various embodiments, this determination is made by the processor 142. Fig. 1 using one or more predetermined thresholds stored in memory 144 Fig. 157 of which are stored as saved values.

[0057] In various embodiments, if during step 308 it is determined that the estimated motor current is less than the predetermined threshold, a determination is made that the rack and pinion status is operational (step 310). In various embodiments, this determination is made by the processor 142 and indicates that the steering rack is operating without failure and that there is no obstruction to the movement of the wheels 112. In various embodiments, the method 300 then proceeds to step 312, in which a first scenario is reached and no warning is provided to the driver.

[0058] Conversely, in various embodiments, if instead during step 308 it is determined that the estimated motor current is greater than or equal to the predetermined threshold, a determination is made that the rack status is either (a) a failed state or (b) a jammed state (step 314). In various embodiments, this determination is made by processor 142.

[0059] Furthermore, camera information is obtained in various embodiments (step 316). In various embodiments, camera data is obtained from one or more cameras 124. Fig. 1 received, including with respect to a roadway and surrounding area near one or more of the wheels 112 of the vehicle 100.

[0060] In various embodiments, a determination is made as to whether an external object or obstacle is present (step 318). In various embodiments, during step 318, the processor 142 determines whether the camera data from step 316 has detected any external objects or other obstacles outside the vehicle 100 that could impede the movement of the vehicle 100 and one or more of its wheels 112.

[0061] In various embodiments, if during step 318 it is determined that no external object is detected that would disturb the movement of the vehicle 100 and the wheels 112, then in step 320 it is determined that the rack status is a fault condition (step 320). In various embodiments, this determination is made by the processor 142 and indicates that the steering system 104 has an operational fault with respect to the rack 206. Fig. 2, which relates to an internal mechanical fault of the rack 206 and / or elsewhere within the steering system 104. In various embodiments, the method 300 then proceeds to step 322, in which a rack failure state is reached and a warning regarding the mechanical fault is provided to the driver. For example, such a mechanical fault may include a locked pinion, among other possible mechanical faults.

[0062] In various embodiments, the warning during step 322 is presented as a notification via display 130. Fig. 1. The notification is provided according to instructions supplied by the processor 142. In various embodiments, the notification in step 322 includes an instruction for the driver to seek service to rectify the mechanical fault (e.g., at a service station). In various embodiments, the notification is provided as a visual notification on a display screen of the display 130. In certain embodiments, a similar notification may be provided as an audible instruction (e.g., via a speaker of the display 130) and / or a message may be sent to the driver via a computer and / or a personal electronic device, and so on. In certain embodiments, the processor 142 may also automatically take a control action regarding the service, such as scheduling an appointment at a service station or the like.In various embodiments, method 300 also ends at step 328.

[0063] With reference to Fig. 6 provides an illustration 600 of the rack failure condition from step 322 according to an exemplary embodiment. As in Fig. As shown in Figure 6, under this rack failure condition of steps 320-322, there are no external objects blocking the movement of the wheels 112 and the vehicle 100, but instead there is a mechanical fault of the rack 206 of the steering system 104. In an exemplary embodiment, illustration 600 includes Fig. 6. A roadside that has no elevation and does not cause an obstruction. In this example, a notification 610 is provided to the driver to take a necessary service action to correct the internal mechanical fault (e.g., to take the vehicle 100 to a service station for repair).

[0064] With renewed reference to Fig. In various embodiments, if, instead, during step 318 it is determined that an external object is detected which would interfere with the movement of the vehicle 100 and the wheels 112, then in step 324 it is determined that the rack state is a jammed state due to an external object (step 324). In various embodiments, this determination is made by the processor 142 and indicates that the steering system 104 is functioning correctly, but that an external object is hindering the movement of the vehicle 100 and its wheels 112. For example, such an external object can include any number of different types of external objects, including a curb, pothole, rock, tree, railroad track, snowdrift, uneven road surface, and so on.In various embodiments, method 300 then proceeds to step 326, in which a rack jamming scenario is achieved and a warning regarding the external object is provided to the driver. In various embodiments, the warning is presented as a notification via display 130. Fig. 1 provided according to instructions provided by processor 142.

[0065] In various embodiments, the notification of step 326 includes an instruction for the driver to take a corrective steering action to steer the wheel 112 and the vehicle 100 around the object. In various embodiments, the notification is provided as a visual notification on a display screen of the display 130. In certain embodiments, a similar notification can be provided as an acoustic instruction (e.g., via a speaker of the display 130) and / or a message can be sent to the driver via a computer and / or a personal electronic device, and so on. In certain embodiments, the processor 142 can also automatically take a control action with respect to the corrective steering action, such as by automatically instructing the steering system 104 to take the corrective steering action (e.g., in the case of an autonomous or semi-autonomous vehicle).In various embodiments, method 300 also ends at step 328.

[0066] With reference to Fig. Figure 7 provides an illustration 700 of the rack clamping state from step 326 according to an exemplary embodiment. As in Fig. As shown in Figure 7, under this rack-and-pinion clamping state of steps 324-326, there is an external object 702 that blocks the movement of the wheels 112 and the vehicle 100. In an exemplary embodiment, the illustration 700 comprises Fig. 7. A roadside that has a certain height and causes an obstacle. In this example, a notification 710 is provided to the driver to take a corrective steering action to steer around or away from the external object.

[0067] With reference to Fig. 8 - Fig. 10. Corresponding illustrations 800, 900, and 1000 are provided relating to different states of the process 300. In particular, each of the Fig. 8 - Fig. Ten representations of time 802 (in seconds) along the x-axis compared to current 804 (in amperes) along the y-axis. In each of these illustrations, the actual current 806 is compared to the observed current 808 for the motor (i.e., the second motor 212). Fig. 2) compared.

[0068] Fig. 8 - Fig. 10 represent this information (described above) during three different states, which the procedure 300 from Fig. 3 are assigned. In particular: (i) Fig. 8 represents an operating state in which there are no mechanical faults or obstructive objects (i.e., corresponding to steps 310-312 from Fig. 3); (ii) Fig. 9 represents a failed rack condition in which there is a mechanical fault in the rack 206 (i.e., according to steps 320-322 from Fig. 3); and (iii) Fig. 10 represents a rack and pinion jamming condition in which an external object blocks the movement of the wheels 112 and the vehicle 100 (i.e., according to steps 324-326 from Fig. 3) In particular, in various embodiments: Fig. 8 represents an implementation of a natural scenario; whereas Fig. 9 represents an implementation of a rack failure state, which corresponds to a state from Fig. 6 corresponds; and Fig. 10 represents an implementation of a rack jamming state, which corresponds to a state from Fig. 7 corresponds.

[0069] As in Fig. 8 - Fig. Figure 10 shows the actual current 806 and the observed current 808 in the operating state. Fig. 8 are almost identical, but differ in the defective rack condition. Fig. 9 and in the rack-and-pinion clamping state from Fig. 10.

[0070] As noted above, Fig. 4 and Fig. 5 illustrations 400 and 500 relating to the estimation of the motor current in step 306 from Fig. 3 according to exemplary embodiments. Also as noted above, according to one exemplary embodiment, the estimation of the motor current from step 306 is performed by the processor 142 using an observer to estimate an impeller actuator (RWA) motor angle and current by integrating a predictive model for the RWA system and a measurement model for observations.

[0071] Also in an exemplary embodiment, the RWA motor (i.e., the second motor 212) is included as part of the prediction model. Fig. 2 in an exemplary embodiment) is modeled as a direct current (DC) permanent magnet motor. In various embodiments, the processor 142 models the electrical properties of the motor as a series circuit of a resistor, an inductor, and a voltage source, which represents the back EMF (electromotive force) generated by the motor.

[0072] In various embodiments, the relationship at the motor terminals is represented in conjunction with the following equation: Lmim+RmIm+Kemfθ˙m=Vm where İ m and θ m , represent the RWA motor current or angle.

[0073] In addition, in certain embodiments, the relationship between the rack displacement requested by the handwheel actuator (HWA) and the resulting impeller angle of the RWA is represented according to the following equation: θ˙m=−1τθm+Klumpτdrreq

[0074] In various embodiments, this technique and the corresponding equation above take into account the mechanical and dynamic properties that influence the transmission process from the HWA command to the RWA motor angle. Also in various embodiments, the processor 142 (for the purposes of method 300), in order to represent the measurement model for observation, assumes that a centralized control unit (e.g., the control system 102, in one exemplary embodiment) receives pinion angle sensor measurements and rack force estimates from the actuator. In various embodiments, the RWA motor angle is assumed to be equal to the pinion angle sensor measurement.Also in various embodiments, the RWA motor current is determined by the processor 142 based on the rack force using a mathematical model representing the interaction between the rack and pinion, together with an electrical model representing the interaction between the motor torque and the current.

[0075] As in Fig. As shown in Figure 4, in an exemplary embodiment, inputs 402 are provided to a smoke and heat exhaust ventilation (SHEV) system monitor 404, which is assigned to the control system 104, in order to generate outputs 406 from the SHEV system monitor 404. In the illustrated embodiment, the inputs 402 include a requested panel change (d r ag )-Motor voltage (V m ). Also in the illustrated embodiment, Issue 406 includes a pinion angle (P) and a rack force (F). r ).

[0076] Also in various embodiments, such as in Fig. As shown in Figure 4, the outputs 406 are used as inputs to a Kalman filter 408, which is used to generate outputs 409 that estimate the values ​​of a motor current (i n ) together with a motor angle (θ m ) for the second engine 212 from Fig. 2 include. Furthermore, as in Fig. As shown in Figure 4, the Kalman filter 408 in various embodiments comprises a first estimate 410 at a first time point (k-1); an initial prediction 412 based on a motion model, a second estimate 414 at a second time point (k); and one or more measurements 416 based on an observation model.

[0077] In various embodiments, the Kalman filter is used, which employs the following equations: θpmes=θm Tmmes=KtrqIm and Frmes=Tmmes / Kmdl where Fres the rack force represents, Tmmes The estimated motor torque is represented, the θ values ​​represent the respective motor angles, I represents the motor current, K trq represents the relationship between motor current and torque, and K mdl The mathematical model of rack and pinion is represented.

[0078] In various embodiments, the Kalman filter is also used to generate a state-space form of the RWA model to represent equations 1 and 2, namely using the following equations: x˙=Ax+Bu+Q X=[θmIm] u=[drreqVm] A=[−1τ0KemfτLm−RmLm] B=[Klumpτ0−KemfKlumpτLm1Lm] where “Q” represents disturbances of the states and where the state mode of the measurement model (i.e., according to equations 3, 4, and 5) is represented according to the following equations: y=Cx+R y=[θpmesFrmes] and C=[cp2m00KtrqKmdl]

[0079] In various embodiments, “R” represents measured noise and “c” represents p2m “a conversion factor between the motor angle and the pinion angle, as shown in the following table: Parameter Wert Parameter Wert K emf 0. 128 volt. s / rad K lump 200 rad / m τ 0.01 s R m 0.55 Ohm L m 1 mH C p2m 1

[0080] With reference to Fig. In various embodiments, a time delay 501 is introduced into the Kalman filter 408. Since inputs 502 and 506 are provided to the Kalman filter 408 after the time delay, an updated prediction 520 is generated in various embodiments based on both the first estimate 410 and the initial prediction 412. Fig. 4 according to the following equations: x⌣=Ax⌣k−1+Buk−1 and P⌣k=AP⌢k−1AT+Qk−1

[0081] Additionally, with reference to Fig. 5 in different embodiments an optimal increase 530 based on the initial prediction 412 from Fig. 4 as well as the measurements 416 from Fig. 4 calculated according to the following equation: Kk=P⌣kCT(CP⌣kCT+Rk)−1

[0082] Finally, in various embodiments, with further reference to Fig. 5 a correction 540 based on both the updated forecast 520 from Fig. 5 as well as the optimal increase 530 from Fig. 5 calculated according to the following equations: x⌢k=x⌣k+Kk(yk−Cx⌣k) and P⌢k=(I−KkC)P⌣k

[0083] Fig. Figure 11 presents a flowchart illustrating a further exemplary implementation 1100 for using the techniques described herein according to an exemplary embodiment. The exemplary implementation is described in conjunction with the paragraphs and the block diagram guide provided below.

[0084] As in Fig. As shown in Figure 11, in an exemplary embodiment, implementation 1100 begins at 1102, after which a determination is made at step 1104 as to whether a current difference (I - I) exists. max ) for a certain number of times recently greater than or equal to a threshold (Trsh) stk ) is, i.e. for x stk from y stk and the last z stk Male in certain embodiments.

[0085] If the determination in step 1104 is "yes", data is obtained from the RWA diagnostic module at 1105 and used at 1106 to determine if the following conditions are correct: Vm>Trshvm |Vm−RmIm| <Trsherr; and The RWA motor is healthy.

[0086] If one or more determinations of step 1106 are "no", the procedure, in various embodiments, proceeds to 1108, in which a determination is made that one or more non-rack-related faults are present (such as, in various embodiments, a short circuit, motor shaft misalignment, thermal overload, or the like). In various embodiments, implementation 1100 then returns to 1104 in a new iteration.

[0087] Conversely, in various embodiments, if each of the determinations of step 1106 is "yes", the method proceeds instead to 1110, in which a determination is made that the rack is either in a jammed state or in a failed state. In various embodiments, implementation 1100 then proceeds to 1111 and 1112, which are described below.

[0088] In various embodiments, camera module data is obtained at 1111 and a determination is made during 1112 as to whether one or more cameras have detected an external object. In particular, in certain embodiments, a determination is made as to whether one or more cameras (such as a front camera, a side camera, or both) have detected the presence of an external object (such as a curb, a pothole, a rock, a railway track, a snow accumulation, an uneven road surface, or the like) that could interfere with the rack.

[0089] In various embodiments, if the determination of 1112 is "yes", it is determined at 1114 that the rack is jammed due to an external object. In various embodiments, a warning is then provided to the driver at 1116 to take a corrective steering action. In various embodiments, the implementation of 1100 then ends at 1122.

[0090] Conversely, in various embodiments, if the determination of 1112 is "no", it is determined at 1118 that the rack has failed due to an internal mechanical fault. In various embodiments, a warning is then provided to the driver at 1120 to arrange a service action (e.g., taking the vehicle 100 to a service center). In various embodiments, the implementation of 1100 then ends at 1122.

[0091] As noted above, the implementation can be made from 1100 Fig. 11 (and also in certain embodiments other implementations, such as those described above) are also considered in relation to the following block diagram guide according to an exemplary embodiment: Block diagram guide: • I: The smoke and heat exhaust ventilation (SHEV) motor current estimated by the methods disclosed herein. • I max : The maximum current that the smoke and heat exhaust ventilation (SHEV) motor can generate. • Trsh stk : The threshold value that represents the required difference between I and Imax to identify a jammed situation. • X stk , y stk and Z stk : y stk is the entire dataset in a specific data window; X stk is a subset of Y stk ; and Z stk are the last data points of Y stk . • Trsh vm and Trsh errTo ensure that a high motor current is not the result of a low voltage, which can lead to a high current in order to maintain the output torque. • F r RWA Rack force calculated from RWA sensor data measurement, including I. • F r IMU Rack force calculated from IMU sensor data measurement, including tire forces. • Trsh F : The threshold that represents the required difference between F r RWA and F r IMU represented to identify an internal stuck situation. • X F , Y F and Z F : Y F is the entire dataset in a specific data window; X F is a subset of Y F ; and Z F are the last data points of Y F . • The values ​​Trsh stk , X stk , Ystk , Y stk , Trsh vm and Trsh err These are calibratable parameters.

[0092] Accordingly, methods, systems, and vehicles are provided for determining states relating to a vehicle's steering system. In exemplary embodiments, steering sensor data and camera data, in combination with a smoke and heat exhaust ventilation (SHEV) system and Kalman filter, are used to estimate the motor performance of a steer-by-wire system and to determine whether the current state is (i) an operating state (i.e., the steering system is functioning correctly and there are no obstructions hindering movement); (ii) a rack failure state (i.e., the steering system has a mechanical fault in the rack); or (iii) a rack jamming state (i.e., an external object is preventing the movement of the wheel 112 and / or the vehicle 100). In various embodiments, appropriate action is taken based on the state, including providing appropriate guidance to a driver of the vehicle 100 (i.e.,h. with instructions to bring the vehicle 100 to service if a rack failure condition is present, and with instructions to take a corrective steering action around the object if a rack jamming condition is present).

[0093] It is understood that the systems, vehicles, and procedures may differ from those depicted in the figures and described herein. For example, vehicle 100 may be made of Fig. 1, the tax system 102 from Fig. 1, the steering system 104 from Fig. 1 and Fig. 2 and / or components thereof vary in different embodiments. Likewise, it is understood that the steps of method 300 differ from those in Fig. 3 can be distinguished from those shown, and / or that different steps of procedure 300 occur simultaneously and / or in a different order than that shown. Fig. The three scenarios shown can take place. It is equally understood that the implementations consist of Fig. 4-11 can also differ in various embodiments.

Claims

[1] Procedure (300), comprising: Received, via one or more steering sensors (122) of a vehicle (100), steering sensor data relating to a steering system (104) of the vehicle (100), wherein the steering system (104) comprises a motor (210, 212) and a rack (206); Determine, via a processor (142) of the vehicle (100), an estimated electrical current of the motor (210, 212) based on the steering sensor data; Compare, via the processor (142), the estimated electric current with a predetermined electric current threshold; Determine, via the processor (142), a state of the steering system (104) of the vehicle (100), including whether movement of the vehicle (100) is prevented and whether the rack (206) has a failure, based on whether the estimated electrical current is greater than or equal to the predetermined electrical current threshold; Received, via one or more cameras (124) of the vehicle (100), of camera data relating to one or more external objects located near the vehicle (100); Determine that the condition includes an operating state in which the steering system (104) operates correctly when the estimated electric current is less than the predetermined electric current threshold; Determine that the condition includes a rack failure condition in which there is a mechanical fault to the rack (206) if both of the following conditions are met: The estimated electric current is greater than or equal to the predetermined electric current threshold; and The camera data show no external objects that are assumed to be preventing the movement of the vehicle (100); and Determine that the state includes a rack (206) jamming state, in which the rack (206) is assumed to jam by one or more external objects when both of the following conditions are met: The estimated electric current is greater than or equal to the predetermined electric current threshold; and The camera (124) shows an external object which is assumed to be preventing the movement of the vehicle (100). [2] Method (300) according to claim 1, wherein: the steering system (104) comprises a steer-by-wire steering system (104) which includes a feedback motor (210) coupled to a steering wheel (202) of the vehicle (100) and a road wheel actuator (RWA) motor (212) coupled to a wheel (112) of the vehicle (100); and the estimated electrical current refers to the RWA motor (212) which is coupled to the wheel (112) of the vehicle (100). [3] Method (300) according to claim 1, further comprising: Taking a vehicle control action according to instructions provided by the processor (142), based on the state determined via the processor (142). [4] Method (300) according to claim 1, further comprising: Providing a service instruction to a driver of the vehicle (100) regarding instructions provided by the processor (142) to obtain a repair of the steering system (104) when the condition includes the rack failure condition; and Providing a steering action instruction to the driver of the vehicle (100) via the instructions provided by the processor (142) when the condition includes the rack jamming condition. [5] Method (300) according to claim 1, wherein the determination of the estimated electric current of the motor (212) is carried out by the processor (142) using an observer to estimate an angle of an impeller actuator (RWA) motor (212) and a current, by integrating a prediction model for the RWA motor (212) and a measurement model for observations, together with the use of a Kalman filter. [6] Method (300) according to claim 5, wherein the determination of the estimated electric current of the motor (212) by the processor (142) is also carried out by modeling the motor (212) as a direct current (DC) permanent magnet motor (212), and by modeling electrical properties of the motor (212) as a series connection of a resistor, an inductor and a voltage source representing a back-EMF (electromotive force) generated by the motor (212), and further including a relationship between a rack displacement requested by a hand wheel actuator (HWA) and a resulting RWA (road wheel angle) impeller angle. [7] Method (300) according to claim 6, wherein the determination of the estimated electrical current of the motor (212) by the processor (142) is also carried out by using pinion angle sensor measurements and rack force estimates received from an actuator, and determining the current based on the rack force using a mathematical model representing an interaction between the rack (206) and the pinion, together with an electrical model representing the interaction between the motor torque and the current. [8] Method (300) according to claim 5, wherein the Kalman filter is used by the processor (142) when estimating an angle of the motor (212) together with the current of the motor (212) using a requested plate change (drag), a motor voltage (Vm), a pinion angle (P) and a rack force (Fr), and using multiple predictions of the current at different times and using a motion model as well as measurements of the current using an observation model, together with a time delay for the Kalman filter. [9] System, comprehensive: one or more steering sensors (122) of a vehicle (100) configured to receive steering sensor data relating to a steering system (104) of the vehicle (100), the steering system (104) comprising a motor (210, 212) and a rack (206); and a processor (142) coupled to one or more steering sensors (122) and configured to perform at least the following: Determining an estimated electrical current of the motor (210, 212) based on the steering sensor data; Comparing the estimated electric current with a predetermined electric current threshold; Determining the condition of the steering system (104) of the vehicle (100), including whether the movement of the vehicle (100) is prevented and whether the rack (206) has a failure, based on whether the estimated electrical current is greater than or equal to the predetermined electrical current threshold; one or more cameras (124) of the vehicle (100) configured to receive camera data relating to one or more external objects located near the vehicle (100); and the processor (142) is coupled to the one or more cameras (124) and is further configured to enable at least the following: Determine that the condition includes an operating state in which the steering system (104) operates correctly when the estimated electric current is less than the predetermined electric current threshold; Determine that the condition includes a rack failure condition in which there is a mechanical fault to the rack (206) if both of the following conditions are met: the estimated electric current is greater than or equal to the predetermined electric current threshold; and the camera data show no external objects that are assumed to be preventing the movement of the vehicle (100); and Determine that the state includes a rack (206) jamming state, in which the rack (206) is assumed to jam by one or more external objects when both of the following conditions are met: the estimated electric current is greater than or equal to the predetermined electric current threshold; and the camera (124) shows an external object which is thought to be preventing the movement of the vehicle (104).

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