Method for handling at least one fault in a steering system

Abstract

The invention relates to a method for handling at least one fault in a steering system (12) during operation of the steering system (12) in a vehicle (10), the steering system (12) being in the form of a redundant and / or multi-channel steer-by-wire steering system, and the vehicle (10) being set into a degraded operating state after the fault has occurred. According to the invention, in the degraded operating state, a driving mode is monitored and, in order to prevent a dynamic driving mode, at least one operating variable of the vehicle (10), in particular one that is correlated with the driving mode, is adapted on the basis of the situation and the driving mode.

Description

[0001] Description

[0002] title

[0003] Method for treating at least one fault in a steering system

[0004] State of the art

[0005] The invention relates to a method for treating at least one fault in a steering system during the operation of the steering system in a vehicle according to the preamble of claim 1. Furthermore, the invention relates to a computing unit for carrying out such a method and to a vehicle with such a computing unit.

[0006] Vehicles with conventional steering systems are known from the prior art, in which a steering handle, for example in the form of a steering wheel, is mechanically connected to a wheel steering angle actuator in the form of a steering gear. Vehicles with steer-by-wire steering systems are also known, which do not require a direct mechanical connection between a steering handle and the steered vehicle wheels and in which steering inputs are transmitted exclusively electrically. To change the wheel steering angle, steer-by-wire steering systems include a wheel steering angle actuator, which is mechanically separated from the steering handle and electrically connected to it. Functional safety plays a crucial role in such steer-by-wire steering systems. Therefore, the steering systems are typically designed with redundancy, with at least two independent channels, particularly for sensors, communication, control, power supply, and actuators.This allows for safe continuation of the journey even if a single component or channel fails. Furthermore, the steering system or other available vehicle systems advantageously provide a third channel, which, at least after a second failure in the steering system, enables a safe stop, for example at the roadside (C: Limp Aside), since otherwise the further malfunction would mean an immediate loss of the vehicle's steering capability.

[0007] Against this background, DE 10 2017 221 289 B4 proposed a method for handling two successive faults in a steering system during operation of the steering system in a vehicle, wherein the steering system is designed as a steer-by-wire system and the vehicle is placed in a degraded operating state after the occurrence of a first fault. In the degraded operating state, the maximum vehicle speed is limited to a relatively low, constant speed, since the remaining available actuators, which constitute the third channel, do not allow for safe stopping from dynamic or sporty driving situations. However, such a fault strategy can be perceived as disruptive and, in certain cases, lead to safety-critical driving situations.

[0008] The object of the invention is, in particular, to provide a method for treating at least one fault in a steering system with improved properties regarding the flexibility of a fault strategy. This object is achieved by the features of claims 1, 6, and 7, while advantageous embodiments and further developments of the invention can be found in the dependent claims.

[0009] Disclosure of the invention

[0010] The invention relates to a method, in particular a computer-implemented method, for treating at least one fault in a steering system during the operation of the steering system in a vehicle and in particular for treating at least two successive faults in the steering system, wherein the steering system is designed as a redundant and / or multi-channel steer-by-wire steering system and the vehicle is placed in a degraded operating state after the fault occurs.

[0011] It is proposed that, in the degraded operating state, driving style be monitored and, to prevent dynamic driving, at least one operating parameter of the vehicle, particularly one correlated with driving style, be adjusted situationally depending on the driving style. This situational adjustment of the operating parameter advantageously avoids dynamic driving, i.e., driving with increased lateral acceleration and / or increased longitudinal acceleration of the vehicle, and / or returns the vehicle from dynamic to non-dynamic driving, or from the dynamic range back to the non-dynamic range. At the same time, however, under normal driving conditions, i.e., when the lateral acceleration and / or longitudinal acceleration of the vehicle are below a certain threshold, it is not necessary to unduly restrict the vehicle's operational capability in the degraded operating state.This allows, for example, unlimited vehicle speed to be available even in the degraded operating state, or the maximum vehicle speed available in the degraded operating state to be temporarily limited only when dynamic driving behavior is detected. Furthermore, individual dynamic driving maneuvers, such as a single evasive maneuver and / or lane change, can also be permitted in the degraded operating state. This design provides an advantageously flexible error strategy that can react situationally to the driver's driving behavior. Moreover, the driver is encouraged by any temporary interventions to adjust their driving style, thus receiving direct feedback on when their driving style becomes too dynamic.This allows, in particular, a reduction of the residual risk in the degraded operating state and / or an increase in the permitted vehicle speed in the degraded operating state while maintaining the same residual risk.

[0012] The steering system is part of a vehicle, in particular a motor vehicle, and is designed to provide steering functionality. In this case, the steering system is designed as a steer-by-wire system, in which a steering input from the driver is preferably transmitted purely electrically to the vehicle wheels. For this purpose, the steering system can include a control unit, in particular one operable by the driver, with at least one steering handle and at least one wheel steering angle adjuster, mechanically separate from the control unit, for changing the steering angle of at least one vehicle wheel. Furthermore, the steering system is redundantly designed and comprises at least two independent channels, in particular for sensors, communication, control, power supply, and actuators. The two successive faults affect, in particular, different channels of the steering system or occur in different channels of the steering system.In this context, a "wheel steering angle actuator" is understood to be an actuating unit operatively connected to at least one vehicle wheel, designed to transmit a steering input, for example from the control unit, to the vehicle wheel by changing its steering angle. This advantageously allows for controlling at least one orientation of the vehicle wheel and / or influencing the vehicle's direction of travel. The wheel steering angle actuator comprises at least one steering actuating element, for example in the form of a rack and pinion, and in particular at least one steering actuator operatively connected to the steering actuating element, for example in the form of an electric motor. The wheel steering angle actuator is also advantageously assigned to a vehicle axle configured as the front axle and differs from a rear axle steering system.Furthermore, a "degraded operating state" is understood to mean, in particular, an operating state of the vehicle that deviates from normal operation and in which, especially due to a fault, in this case particularly in the steering system, vehicle functionality is restricted and / or individual vehicle functions are unavailable. In the present case, for example, the lateral and / or longitudinal dynamics of the vehicle may be restricted or limited in the degraded operating state. However, the vehicle can generally continue to be driven in the degraded operating state, possibly at a reduced speed, and in particular does not need to be stopped and / or parked at the roadside.

[0013] Furthermore, the vehicle may include a processing unit designed to perform the procedure for handling at least one fault in the steering system. A "processing unit" is understood to be, in particular, an electrical and / or electronic unit that has an information input, information processing, and information output. Advantageously, the processing unit also includes at least one processor, at least one memory, at least one input and / or output means, at least one operating program, at least one control routine, at least one calculation routine, at least one adaptation routine, and / or at least one monitoring routine. In particular, the processing unit is designed to monitor driving behavior in the degraded operating state, especially by means of the monitoring routine.Furthermore, the computing unit is designed, particularly by means of an adaptation routine, to adjust at least one operating parameter of the vehicle, especially one correlated with the driving style, situationally depending on the driving style, in particular in such a way as to prevent and / or avoid dynamic driving. The computing unit can also be designed to put the vehicle into a degraded operating state and / or to detect at least one fault in the steering system, for example by monitoring the functionality of the at least two channels of the steering system. Preferably, the computing unit is integrated into a control unit of the vehicle, for example a central vehicle control unit or a control unit of the steering system, a drive system, or a braking system. "Designed" is understood to mean specifically programmed, designed, and / or equipped.The fact that an object is intended for a specific function should be understood in particular to mean that the object fulfills and / or performs this specific function in at least one application and / or operating state.

[0014] The operating parameter could, for example, be correlated with lateral dynamics and / or steering dynamics and relate to a maximum steering handle deflection and / or a maximum steering handle speed. Preferably, however, the operating parameter is correlated with longitudinal dynamics of the vehicle. It is particularly preferred that the operating parameter be a maximum vehicle speed, in particular longitudinal speed, and / or a maximum vehicle acceleration, in particular lateral and / or longitudinal acceleration, and be adjusted by an intervention in the drive system, for example by varying a drive torque, and / or the braking system, for example in the form of symmetrical brake interventions. The suppression of dynamic driving behavior orThe vehicle's transition from dynamic to non-dynamic driving mode is achieved primarily through situation-dependent control of the maximum vehicle speed and / or acceleration available in the degraded operating state. In particular, the vehicle does not have a constant speed and / or acceleration limit in the degraded operating state. Rather, the maximum vehicle speed and / or acceleration can be variably adjusted depending on the driving style by intervening in the drive system and / or braking system. This can significantly increase operational safety, as in this case, a vehicle system other than the steering system, specifically the drive system and / or braking system, is used to address a fault in the steering system.

[0015] Furthermore, it is proposed that, for monitoring driving style, the current driving style be determined based on a driving condition parameter and / or an upcoming driving style be predicted based on an actuation parameter correlated with driver input, in particular a steering input and / or an acceleration input. Advantageously, the driving style is classified as dynamic if the driving condition parameter and / or the actuation parameter exceeds a threshold value. The driving condition parameter could be, for example, the yaw rate, lateral acceleration, and / or longitudinal acceleration of the vehicle. The vehicle could also include vehicle sensors, for example, in the form of inertial sensors, to acquire the driving condition parameter.The actuation parameter can be, for example, the deflection of the steering handle, the steering speed of the steering handle, the travel of a vehicle pedal, in particular an accelerator pedal and / or brake pedal, and / or the actuation force of the vehicle pedal, in particular an accelerator pedal and / or brake pedal. To record the actuation parameter, the vehicle can include additional vehicle sensors, for example, in the form of actuation sensors. This allows for advantageous monitoring of driving behavior.

[0016] According to a further aspect of the invention, which can be implemented particularly on its own or advantageously in addition to the aforementioned aspects of the invention, and which can preferably be combined with at least some, advantageously at least a majority and particularly preferably all of the aforementioned aspects, a method, in particular a computer-implemented method, is proposed for treating at least one fault in a steering system during the operation of the steering system in a vehicle and in particular for treating at least two successive faults in the steering system, wherein the steering system is designed as a redundant and / or multi-channel steer-by-wire steering system and the vehicle is placed in a degraded operating state after the fault occurs.and wherein, in the degraded operating state, a warning message correlated with the dynamic driving style is generated and issued upon detection of dynamic driving, in particular to enable the driver to prevent dynamic driving and / or to return the vehicle from dynamic to non-dynamic driving. This allows the aforementioned advantages to be achieved. In particular, a suitably flexible fault strategy can be provided, which can react situationally to the driver's driving style.

[0017] Furthermore, it is proposed that a stopping procedure be initiated after the occurrence of a further fault in the steering system, particularly a secondary fault. During this stopping procedure, the vehicle can, for example, be automatically parked at the roadside or in a parking bay. Preferably, a rear-axle steering system and / or a vehicle system separate from the steering system, such as the drive system and / or the braking system, is used for lateral guidance of the vehicle during the stopping procedure. In this case, the rear-axle steering system and / or the vehicle systems separate from the steering system advantageously provide a third channel, particularly an independent one, which enables at least a safe stop, thereby further increasing operational safety.Furthermore, even if the actuator of the third channel does not allow for a safe stop from dynamic driving situations, a safe stop of the vehicle can still be ensured. The method for handling the at least one fault in the steering system and the vehicle are not limited to the application and embodiment described above. In particular, the method for handling the at least one fault in the steering system and the vehicle may, to achieve a functionality described herein, comprise a different number of individual elements, components, and units than specified herein.

[0018] Drawings

[0019] Further advantages become apparent from the following description of the drawings. The drawings illustrate an embodiment of the invention.

[0020] They show:

[0021] Fig. 1 shows a vehicle with a drive system, a braking system and a steering system designed as a steer-by-wire system in a simplified representation,

[0022] Fig. 2 shows the drive system, the braking system and the steering system in detail.

[0023] Fig. 3 shows an exemplary flowchart with main process steps of a method for treating at least one fault in the steering system.

[0024] Description of the exemplary embodiment

[0025] Figures 1 and 2 show an exemplary vehicle 10 designed as a passenger car with several vehicle wheels 24 in a simplified representation.

[0026] The vehicle 10 includes a steering system 12. The steering system 12 is designed to provide steering functionality for steering or moving the vehicle 10 in a lateral direction. Furthermore, the steering system 12 is designed as a steer-by-wire system, so that steering commands are transmitted electrically to the vehicle wheels 24. In this context, the steering system 12 is redundantly designed and includes at least two independent channels, in particular for sensors, communication, control, power supply, and actuators (not explicitly shown).

[0027] The steering system 12 includes a control unit 26, which can be operated, in particular, by a driver and / or passengers. The control unit 26 comprises a steering handle 28, for example, in the form of a steering wheel, and a feedback actuator 30 mechanically coupled to the steering handle 28 for generating steering resistance and / or a restoring torque on the steering handle 28. Alternatively, a steering handle could also be designed as a joystick, a steering lever, and / or a steering ball or the like. Furthermore, a feedback actuator could, in principle, be omitted. It is also conceivable to dispense with a control unit entirely, for example, in a fully autonomous vehicle.

[0028] Furthermore, the steering system 12 includes a wheel steering angle actuator 32. The wheel steering angle actuator 32 is mechanically separate from the control unit 26. The wheel steering angle actuator 32 is connected to the control unit 26 purely electrically. The wheel steering angle actuator 32 is also designed as a centering actuator and is assigned to a front axle of the vehicle 10. The wheel steering angle actuator 32 has an operative connection with at least two of the vehicle wheels 24, in particular two front wheels, and is designed to translate the steering input into a steering movement of the vehicle wheels 24. For this purpose, the wheel steering angle actuator 32 comprises a steering actuating element 34 and a steering actuator 36 that interacts with the steering actuating element 34. In principle, a steering system could also include several wheel steering angle actuators, in particular designed as individual wheel actuators.Furthermore, it is conceivable to connect a wheel steering angle adjuster to a control unit, for example, by means of an optical connection instead of an electrical connection.

[0029] Furthermore, the vehicle 10 has a drive system 14, which is known per se. In this case, the drive system 14 comprises a vehicle drive 38, for example designed as a drive motor, and a vehicle transmission (not shown) that interacts with the vehicle drive 38 and is, for example, designed as an automatic transmission. The drive system 14 is designed to provide a drive function for moving the vehicle 10 in a longitudinal direction.

[0030] Furthermore, the vehicle 10 has a braking system 16, which is known per se. The braking system 16 comprises several wheel brakes 40, in particular designed as service brakes, whereby in this case each of the vehicle wheels 24 can be assigned one of the wheel brakes 40. The braking system 16 is designed to provide a braking function for decelerating the vehicle 10 in the longitudinal direction.

[0031] Furthermore, the vehicle 10 has a control unit 22. The control unit 22 has an electrical connection to the steering system 12, the drive system 14, and the brake system 16. In this example, the control unit 22 is configured as a steering control unit and is intended to control the operation of the steering system 12. In this context, the control unit 22 also has an electrical connection to the operating unit 26 and the wheel steering angle actuator 32. In principle, however, a control unit could also be different from a steering control unit and could, for example, be configured as a single, central vehicle control unit with a central processing unit, as a drive control unit, and / or as a brake control unit. The control unit 22 includes a processing unit 20. The processing unit 20 includes at least one processor (not shown), for example, in the form of a microprocessor, and at least one operating memory (not shown).Furthermore, the computing unit 20 includes at least one operating program stored in the operating memory with at least one control routine, at least one calculation routine, at least one adaptation routine and / or at least one monitoring routine.

[0032] Furthermore, the vehicle can include 10 additional components and / or assemblies, such as a first vehicle sensor system (not shown), in particular in the form of an inertial sensor, for detecting a driving condition parameter, and / or a second vehicle sensor system (not shown), in particular in the form of an actuation sensor, for detecting an actuation parameter correlated with a driver input. In this case, the control unit 22 has an electrical connection to the first vehicle sensor system and / or the second vehicle sensor system. However, it is also conceivable to dispense with a first vehicle sensor system and / or a second vehicle sensor system.

[0033] To improve operational reliability and, in particular, to provide an advantageously flexible fault strategy, a method for handling at least one fault in the steering system 12 during operation of the steering system 12 in the vehicle 10 is proposed below. In the present case, the processing unit 20 is specifically designed to execute the method and includes, in particular, a computer program with corresponding program code elements. However, another processing unit, for example, a central vehicle control unit, a drive system, and / or a braking system, could also be used to carry out the method.

[0034] In this case, after the fault occurs in the steering system 12, i.e., after an initial fault, the vehicle 10 is placed in a degraded operating state. In this context, for example, vehicle functionality may be restricted. In particular, it is also conceivable to limit the maximum vehicle speed to an initial speed value, which could be, for example, 80 km / h or 100 km / h.

[0035] In the degraded operating state, a driver's driving style is monitored. To monitor driving style, the current driving style can be determined based on a driving condition parameter. In this context, for example, vehicle speed, yaw rate, lateral acceleration, and / or longitudinal acceleration of vehicle 10 can be determined and evaluated. Furthermore, an upcoming driving style can be predicted based on an actuation parameter correlated with a driver input. In this case, for example, the deflection and / or steering speed of the steering handle 28 and / or the actuation distance and / or actuation force of a vehicle pedal (not shown) of vehicle 10 can be determined and evaluated.

[0036] Driving style can therefore be identified, for example, via the following indicators:

[0037] High lateral acceleration;

[0038] High lateral acceleration request at the steering handle 28;

[0039] Rapid steering movements;

[0040] High acceleration demand at the accelerator pedal;

[0041] If, during the monitoring of driving behavior, a dynamic driving style, i.e., a driving style with increased lateral acceleration and / or increased longitudinal acceleration of the vehicle 10, is detected, an error strategy is initiated to prevent the dynamic driving style or to return the vehicle 10 from the dynamic driving style to a non-dynamic driving style. In particular, the driving style is classified as dynamic if the driving state parameter and / or the actuation parameter exceeds a threshold value.

[0042] According to one aspect of the invention, when a dynamic driving style is detected, an automatic and / or automated intervention is performed to prevent the dynamic driving style or to return the vehicle 10 from the dynamic driving style to a non-dynamic driving style. In doing so, at least one operating parameter of the vehicle 10 that correlates with the driving style is adjusted situationally depending on the driving style.As part of this fault strategy, to prevent dynamic driving, the maximum vehicle speed available in the degraded operating state, in particular longitudinal speed, and / or the maximum vehicle acceleration available in the degraded operating state, in particular lateral and / or longitudinal acceleration, are temporarily reduced. This is achieved by an intervention in the drive system 14, for example by varying a drive torque, and / or the braking system 16, for example by means of symmetrical brake interventions. This intervention is particularly automatic and / or automated. In this case, the maximum vehicle speed can, for example, be temporarily limited to a second speed value, which is lower than the first speed value and may be, for example, 30 km / h or 50 km / h, to prevent dynamic driving.In principle, the second speed value can also be variable and dynamically adjusted. The reduced speed limit therefore does not have to be constant, meaning that a dynamic speed limit can also be calculated, for example, from the driver's current steering input and a predefined maximum permissible lateral acceleration. The suppression of dynamic driving is thus achieved through situation-dependent control of the maximum vehicle speed and / or the maximum vehicle acceleration available in the degraded operating state.

[0043] Preventing dynamic driving in certain situations can therefore be achieved, for example, in the following steps:

[0044] Definition of a permitted vehicle speed depending on the above-mentioned indicators;

[0045] Definition of a maximum permissible longitudinal acceleration depending on the above-mentioned indicators;

[0046] Subsequent monitoring and control of vehicle speed and longitudinal acceleration with corresponding interventions in the drive system 14 and / or braking system 16.

[0047] By adjusting the operating parameters, maximum vehicle speed, and / or maximum vehicle acceleration as needed, a dynamic driving style can be advantageously avoided. At the same time, however, in the degraded operating state during normal driving—that is, when the lateral and / or longitudinal acceleration of the vehicle 10 is below a certain threshold—it is not necessary to unduly restrict the vehicle 10's operational capability. The presented fault strategy thus allows for a situational response to the driver's driving style. Furthermore, the temporary interventions that may occur encourage the driver to adjust their driving style, providing direct feedback on when their driving style becomes too dynamic. Additionally, in the degraded operating state, if a dynamic driving style is detected, the system can...In the event of a corresponding intervention, a warning message correlated with the dynamic driving style is generated and displayed. This enables, in particular, a reduction of the residual risk in the degraded operating state and / or an increase in the permitted vehicle speed in the degraded operating state while maintaining the same residual risk.

[0048] According to a further aspect of the invention, upon detection of a dynamic driving mode, manual intervention is performed to prevent the dynamic driving mode or to return the vehicle 10 from the dynamic driving mode to a non-dynamic driving mode. In this case, upon detection of a dynamic driving mode, a warning message correlated with the dynamic driving mode is generated and issued to the driver, enabling the driver to prevent the dynamic driving mode and / or return the vehicle 10 from the dynamic to the non-dynamic range. If, after repeated prompts, after a predetermined or predefinable time period and / or after a predetermined or predefinable distance, the dynamic driving mode is not prevented and / or the vehicle 10 is not returned from the dynamic to the non-dynamic driving mode, an automatic and / or automated intervention according to the previous aspect of the invention can be performed.

[0049] If a further fault occurs in the steering system 12 during the degraded operating state, i.e., a secondary fault, a stopping procedure can also be initiated. During the stopping procedure, the vehicle 10 can, for example, be automatically parked at the roadside or in a parking bay ("Limp Aside"). For lateral guidance of the vehicle 10, a vehicle system 18, in this case, in particular the braking system 16, which in this case provides a third channel, in particular an independent one, is used. Alternatively or additionally, however, rear-axle steering and / or wheel-individual drive motors could also be used for lateral guidance of the vehicle 10. The use of the vehicle system 18, which differs from the steering system 12, orThe use of rear-axle steering for lateral guidance of the vehicle 10 is particularly possible in this context, since the described fault strategy avoids dynamic driving situations even after the occurrence of an initial fault. Finally, Figure 3 shows an exemplary flowchart with the main process steps of a method for handling at least one fault in the steering system 12.

[0050] In process step 50, the vehicle 10 is in a normal operating state. In this case, the steering system 12 is fully functional. This means that both channels of the steering system 12 are fault-free.

[0051] In process step 52, a fault occurs in the steering system 12, i.e., an initial fault, whereupon the vehicle 10 is placed in a degraded operating state. The fault corresponds to a failure of one channel of the steering system 12. In the degraded operating state, the vehicle 10 can continue to be driven and, in particular, does not need to be stopped and / or parked at the roadside. Furthermore, in the degraded operating state, the driving style is monitored, and to prevent dynamic driving, a warning message correlated with the dynamic driving style is issued and / or at least one operating parameter of the vehicle 10, especially one correlated with the driving style, is adjusted situationally depending on the driving style. In particular, several operating parameters, especially those correlated with the driving style, can also be adjusted in this context. This advantageously prevents dynamic driving.At the same time, under normal driving conditions it is not necessary to unduly restrict the operational capability of vehicle 10.

[0052] In process step 54, a further fault occurs in the steering system 12, i.e., a secondary fault, whereupon a stopping procedure is initiated. During the stopping procedure, the vehicle 10 can, for example, be automatically parked at the roadside or in a parking bay. The fault corresponds to a failure of the other channel of the steering system 12. For lateral guidance of the vehicle 10, a rear-axle steering system and / or the vehicle system 18, which differs from the steering system 12 and provides a third channel for lateral guidance of the vehicle 10, are preferably used in this case. The flowchart in Figure 3 is intended only as an example of a method for handling at least one fault in the steering system 12. In particular, individual process steps can also vary, or additional process steps can be added.

Claims

Claims 1. Method for dealing with at least one fault in a steering system (12) during the operation of the steering system (12) in a vehicle (10), wherein the steering system (12) is designed as a redundant and / or multi-channel steer-by-wire steering system and the vehicle (10) is placed in a degraded operating state after the fault occurs, characterized in that a driving style is monitored in the degraded operating state and, in order to prevent a dynamic driving style, at least one operating parameter of the vehicle (10), in particular correlated with the driving style, is adapted situationally depending on the driving style.

2. Method according to claim 1, characterized in that the operating parameter is a maximum vehicle speed and / or a maximum vehicle acceleration and is adjusted by intervention in a drive system (14) and / or a braking system (16) of the vehicle (10).

3. Method according to claim 1 or 2, characterized in that, for monitoring the driving style, a current driving style is determined on the basis of a driving condition parameter, in particular a lateral acceleration and / or a longitudinal acceleration of the vehicle (10), and / or an upcoming driving style is predicted on the basis of an actuation parameter correlated with a driver input, in particular a steering instruction and / or an acceleration instruction.

4. Method according to claim 3, characterized in that the driving style is classified as dynamic driving style if the driving condition parameter and / or the actuation parameter exceeds a threshold value.

5. Method according to the preamble of claim 1 and in particular according to one of the preceding claims, characterized in that, in the degraded operating state, a warning message correlated with the dynamic driving style is generated and output when a dynamic driving style is detected.

6. Method according to one of the preceding claims, characterized in that after the occurrence of a further fault in the steering system (12) a stopping procedure is initiated, in which in particular a rear axle steering and / or a vehicle system (18) different from the steering system (12) is used for lateral guidance of the vehicle (10).

7. Computing unit (20) for carrying out a method according to one of the preceding claims.

8. Vehicle (10), in particular motor vehicle, with a steering system (12) which is designed as a redundant and / or multi-channel steer-by-wire steering system, and with a control unit (22) which comprises a computing unit (20) according to claim 7.

Images