An arrangement and a system for monitoring vehicle motion and / or vehicle motion state

Abstract

The present invention relates to a system (101) with a number of arrangements for monitoring vehicle motion and / or motion state of a vehicle, each comprising a motor or actuator (8,3) controlled by a motor or actuator control means comprising an Electronic Control Unit, ECU (5,4) and a vehicle motion sensor arrangement (51). A number of vehicle motion sensor arrangement(s) comprise(s) an inertial measurement unit, IMU, (51) comprising a microchip or chipset with sensor functionality for sensing position, angular rate and acceleration in different dimensions. The, or each, IMU (51) is integrated on a motor or actuator ECU (5) and arranged to be in communication with the ECU (5) via an internal data connection. Data or information received in an ECU (5) from its IMU (51) is distributed to other ECUs (4) of electrically controlled actuators or motors (3) in a vehicle steering system (100) via connections (7).

Description

[0001] Title:

[0002] AN ARRANGEMENT AND A SYSTEM FOR MONITORING VEHICLE MOTION AND / OR VEHICLE MOTION STATE

[0003] TECHNICAL FIELD

[0004] The present invention relates to an arrangement for monitoring vehicle motion and / or vehicle motion state having the features of the first part of claim 1. The invention also relates to a system for monitoring vehicle motion and / or motion state having the features of the first part of claim 10. The invention also relates to a vehicle steering system having the features of the first part of claim 17 comprising such a system.

[0005] BACKGROUND

[0006] To be able to control vehicle positioning and / or vehicle state is very important for several reasons, and is challenging for conventional steering systems as well as in steer-by-wire systems. To be able to control vehicle positioning and / or vehicle state (yaw and / or lateral vehicle state) access to reliable and up-to-date information from sensors relating to vehicle motion and / or vehicle motion state to be used for controlling purposes.

[0007] Traditionally the steering system of e.g. a road vehicle comprises a mechanical connection between the steering wheel and the steerable wheels. Other steering systems not having a mechanical connection, are known as so called SbW, steer-by-wire, systems. In an SbW system, a number of sensors register physical properties, e. g. forces and movements of the steering wheel or other steering input device, such as a yoke or joystick or other means, and generate signals. These signals of the registered physical properties can be provided to an ECU, Electronic Control Unit, and transformed by the ECU into a desired action to be provided on the steerable wheels. A power assisted steering actuator that is electrically connected to the ECU and mechanically linked to the steerable wheels will then execute the desired action and apply desired forces to the said steerable wheels. Feedback to the driver is typically provided by means of an electric motor, creating forces and / or movements to the steering wheel, otherwise transmitted via the mechanical connection.SbW systems offer advantages compared to conventional mechanical steering, such as allowing energy absorption in collisions, flexible location of steering wheel, handling of left- and right-hand drive variants, removable steering wheel, variations in steering input devices, autonomous drive and advanced driving aid being some examples. Also, SbW offer several opportunities for the driving experience, e.g. variable steering ratio and immunity to road disturbances.

[0008] To provide a desired feedback force, a feedback actuator, typically an electric motor, must be able to deliver a certain torque, either directly or via a gear.

[0009] If there is a failure in the steering system, a desired functionality, or even a legal requirement, is that the vehicle still shall be controllable. An example of providing such a functionality is through the steering having a self-centring effect. When the steering wheel is connected mechanically to the steerable wheels of the vehicle, the self-centring forces are transmitted from the tyres via the suspension geometry to the steering wheel. When the force in the steering wheel is solely dependent on a feedback motor, the self-centring effect will be lost if the motor fails.

[0010] For ground vehicles, cars in particular, but also e.g., trucks, buses etc., with two steered wheels on a same axle, wherein the vehicle can have more than one steered axle, toe-in or toe-out on an axle has a large effect on vehicle behaviour. Toe-in and toe-out are important in describing the alignment of the wheels of a ground vehicle in relation to its longitudinal axis, i.e. alignment of the axis of a wheel with respect to the longitudinal axis of the vehicle seen from above and define an angle at which the wheels are oriented with respect to one another viewed from above. At toe-in the front edges of the tires point slightly inward, and for a front steered axle will improve the steering response, zero toe-in is beneficial for low rolling resistance, whereas at toe-out, the front edges of the tires point slightly outward and can be used to improve stability during braking.

[0011] The so called Ackerman is another steering phenomenon. In low speed manoeuvring it is desired to have a high degree Ackermann e.g. to minimize tyre wear, rolling resistance and not to upset nicely made gravel driveways etc. In higher speeds it is beneficial with a low, or even slightly negative Ackermann to increase grip levels during evasive manoeuvres. The degree of Ackermann is determined by steering and suspension geometry and is typically also a compromise of the attributes referred to above, but Ackerman is also limited by packaging constraints.To counteract skidding situations, a yaw sensor was introduced as a motion sensor in cars in the 1990s to act as a measured value of yaw rate as a reference for brake actuation by the brake control module, BCM. This is often called electronic stability control, ESC. The yaw rate signal has been found to be useful for several other purposes in vehicles and more or other actuators than brakes are possible to use. A yaw rate sensor connected directly to the BCM works well for traditional ESC by braking but is limiting for other use cases. As one example, among many others, an anti-skid function can be provided by steering interventions instead of braking.

[0012] The problem of using a sensor connected to the BCM is be that that signals must be shared to the steering system, and it is known to use a bus connection. However, the bus connection typically has a latency which means that the sensor data will be delayed, which would deteriorate a possible intervention, or even render it impossible to carry it out, or might even exclude completely the functionality.

[0013] Another option has been to use separate, additional, wires for the connection, in addition to the bus which as such, for other reasons, are indispensable. However, wires are very sensitive to physical damages and connectors are typically a source of malfunctioning. Wires are also sensitive to electromagnetic disturbances and need to be proven for electromagnetic compatibility, EMC.

[0014] In addition, the solution based on additional cables and connectors is complicated to install, unreliable and expensive since additional wires and connectors involve costs.

[0015] Another problem is that the sensor output data might not fulfil requirements, e.g. on resolution, accuracy and range, necessary for other applications than brake interventions.

[0016] Still another problem associated with using a yaw rate sensor connected to the brake control module, BCM, is that other data may also be needed than the data relating to yaw rate. This would require the sensor in the BCM to contain other sensors as well, like accelerometers for different axes or angular rate for an axis other than for the yaw axis. This makes the solution even more complicated and vulnerable, but in all cases might still not provide not sufficient information toallow a desired vehicle position control, and the bus or electrical connection can still be a limiting factor as described above.

[0017] Generally it is not satisfactory to mount a motion sensor for obtaining motion data from the steering gear obtain sensed motion data from the steering gear of a steering system at any other location in a vehicle, first since movements and vibrations are not transmitted to a sufficient extent from the steering gear, and in addition it would be extremely difficult to relate measured values to motion data, e.g. movements or vibrations, of the steering gear because of the noise generated by other moving parts in the vehicle and the vehicle movements and vibrations.

[0018] It is known to arrange steering gear sensors in a box located close to the centre of gravity of a car. However, such a solution also, for the connection, requires the use of separate, additional, wires and connectors which are sensitive to physical damages, malfunctioning and wires are sensitive to electromagnetic disturbances, in addition to adding to complexity, costs and require maintenance.

[0019] SUMMARY

[0020] It is therefore an object of the present invention to provide an arrangement and a system respectively for monitoring vehicle motion and / or motion state and through which one or more of the above-mentioned problems can be solved and through which one or more of the shortcomings be overcome.

[0021] It is an object of the present invention to provide an improved arrangement and a system respectively for monitoring vehicle motion and / or motion state for a wired, a wireless, or for a mechanical steering system.

[0022] A particular object is to provide an arrangement and a system respectively for monitoring vehicle positioning which enables reliable provisioning of accurate and up-to-date motion and / or motion state data, or information.

[0023] A particular object is to provide an arrangement and a system respectively for monitoring vehicle motion and / or motion state which is robust.Still another particular object is to provide an arrangement for monitoring vehicle motion and / or motion state which is cheap and easy to implement and which allows a large flexibility.

[0024] Another particular object is to provide an arrangement and a system respectively for monitoring vehicle positioning for a vehicle which provides an enhanced freedom in adding new functionalities for e.g. a steering system.

[0025] It is particularly an object to provide an arrangement and a system respectively for monitoring vehicle motion and / or motion state for a vehicle through which safety, e.g. steering (and braking) safety can be enhanced.

[0026] It is a particular object to provide an arrangement and a system respectively for monitoring vehicle motion and / or motion state for a vehicle through which controlling vehicle positioning is allowed using motion data received from the arrangement or the system respectively.

[0027] Further it is a particular object to provide a an arrangement and a system respectively for monitoring motion and / or motion state providing motion related data allowing vehicle control and manoeuvring to be facilitated at driving under varying driving conditions.

[0028] A particular object is to provide an improved an improved arrangement and a system respectively for monitoring vehicle motion and / or motion state for a Steer-by-Wire (SbW) steering system.

[0029] Therefore an arrangement for monitoring vehicle motion and / or motion state as initially referred to is provided which has the characterizing features of claim 1. Therefor also a system for monitoring vehicle motion and / or motion state as initially referred to having the characterizing features of the independent claim 10 is provided.

[0030] A steering system with such a system for monitoring vehicle motion and / or motion state is therefore also provided.

[0031] Advantageous embodiments are given by the respective appended dependent claims.It will be appreciated that features of the invention are susceptible to being combined in any combination without departing from the scope of the invention as defined by the accompanying claims.

[0032] BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The invention will in the following be further described, in a non-limiting manner, and with reference to the accompanying drawings, in which:

[0034] Fig. 1. is a schematic illustration showing a system for monitoring vehicle monitoring vehicle motion and / or motion state implemented in an exemplary power assisted SbW-system according to a first embodiment of the invention,

[0035] Fig. 2. is a schematic illustration showing a system for monitoring vehicle monitoring vehicle motion and / or motion state implemented in an exemplary power assisted SbW-system according to a second embodiment of the invention,

[0036] Fig. 3. is a schematic illustration showing a system for monitoring vehicle monitoring vehicle motion and / or motion state implemented in an exemplary power assisted SbW-system according to a third embodiment of the invention, and

[0037] Fig. 4. is a schematic block diagram showing a system for monitoring vehicle monitoring vehicle motion and / or motion state as in Fig.2, with two arrangements for monitoring vehicle positioning.

[0038] DETAILED DESCRIPTION

[0039] Fig. l is a schematic view of power assisted Steer by Wire vehicle steering system 100 of a vehicle in which a system for monitoring vehicle motion and / or motion state 101 according to the present invention is implemented according to a first embodiment. The vehicle steering system 100 comprises a steering wheel 1 connected to a steering shaft or a steering column 2, a linkage, here comprising a steering rack 9 via ball joints 11 connected to steering rods 12,12 for steering and turning steerable elements comprising wheels 13,13 (front and / or rear road wheels).It further comprises a first steering actuator 8 (also denoted an assistance actuator), e.g. comprising an electric actuator or motor or a hydraulic actuator or motor, or in general any electrically controllable actuator, which is connected to a first steering actuator ECU 5.

[0040] An ECU here is an Electric Control Unit that is used to read analogue sensor signals and digital signals, that can come over e.g. a signal bus, a transmission path on which signals can be read and / or transmitted, perform any type of computations, such as e.g. perform a control task and actuate actuators, either via a sent analogue or digital signal or by directly controlling e.g. an electric motor from a motor control stage.

[0041] An actuator, or a motor, generally is a mechanism or system that is operated mechanically or by an ECU and converts a source of energy, typically electric current, hydraulic fluid pressure, or pneumatic pressure, into a motion, a force or a torque. A vehicle state actuator or motor, here denoted an actuator or a motor, is an actuator that when actuated influences one or several vehicle states. Vehicle state actuators are brakes, engine, controllable four-wheel-drive clutches, controllable differentials, active dampers, electric or hydraulic wheel motors and electrically or hydraulically driven axles, steering actuators which can assume different states, e.g. positions.

[0042] The first steering actuator 8 is arranged between the steerable wheels 13,13 and steering wheel 1 via a feedback arrangement 10 comprising a feedback actuator 3 comprising a motor, which here is connected to the steering shaft 2, and a feedback actuator ECU 4. It should be clear that in alternative embodiments there may be more than one steering actuator, e.g. there may be one or more actuators also for non-steerable wheels, one for each wheel, or one for each steerable wheel, or one for each wheel etc.

[0043] An electrical connection 7 connects first steering actuator ECU 8 and feedback actuator ECU 4.

[0044] The first steering actuator ECU 8 comprises a motion sensor arrangement, here comprising an inertial measurement unit, IMU, 51 which senses and can provide information about acceleration and / or angular rates in one or several axes. Preferably the motion sensor arrangement comprises a complete set up for sensing angular rate and acceleration in all three dimensions, sometimes simply referred to as an axis gyro, e.g. a position sensor measuring position e.g. sensing a vehicle state,providing vehicle state information, and an acceleration sensor measuring acceleration in longitudinal, lateral or vertical direction.

[0045] Preferably the IMU senses angular rate and acceleration in all three dimensions for each of angular rate and acceleration.

[0046] The IMU particularly measures and reports angular rate, optionally orientation and / or force, using a combination of accelerometers, gyroscopes. Such a sensor is sometimes called, in laymen or marketing terms, a six axis gyro.

[0047] The IMU may in some embodiments comprise a so called IMMU, including also a magnetometer, allowing measuring of magnetic fields.

[0048] A vehicle state can e.g. be defined as a translational or rotational position, velocity or acceleration, or from these derived states such as e.g. a vehicle slip angle, which is the angle between the vehicle local x-axis and the vehicle speed vector. Vehicle motion may refer to one or more of e.g., angular rate, yaw rate, yaw or angular acceleration, preferably, but not necessarily, in three respective directions, and vehicle motion state may e.g. relate to yaw and / or lateral vehicle state, preferably in three directions.

[0049] The sensor arrangement comprising an IMU may also comprise additional sensors e.g. for sensing for example magnetic field, temperature, air pressure etc., comprise an IMMU (an IMU including a magnetometer). The sensor arrangement may also comprise two or more IMUs.

[0050] Exemplary sensors to which the application by no means is limited are e.g. angle sensors, rate gyro sensors measuring the angular speed around an axis in yaw, pitch or roll direction, acceleration sensors measuring acceleration in longitudinal, lateral or vertical direction, and position sensors measuring the position, preferably all in xyz-directions, six-axis gyros, a six-axis gyroscope and a three-axis accelerometer.The first steering actuator (or motor) 8 control unit, first steering actuator ECU 5 (not limited to motor control, it can be control of any other electrically controlled device), can for example be an MCU, Micro Controller Unit, an FPGA, Field Programmable Gate Array, or any other means for control, and can receive information from the IMU 51. This information can be transmitted over an internal data bus such as SPI, serial Peripheral Interface, I2C, Inter-Integrated Circuit, UART, Universal Asynchronous Receiver-Transmitter or any appropriate other data bus, electrical connection or optical connection.

[0051] The ECU 5 may have, or may not have, means for configuration and operation of the IMU 51. This is applicable for any ECU with an integrated IMU according to the present invention.

[0052] The IMU preferably comprises a chip or a chipset comprising senor functionality comprising a complete set up position, for angular rate and for acceleration, in all respective three dimensions, that can be used for controlling the positioning of a vehicle, e.g. a six-axis gyro as referred to above or a six-axis gyroscope (a 3-axis accelerometer and 3-axis angular rate).

[0053] Fig. 2 is a schematic view of power assisted Steer by Wire vehicle steering system 100A of a vehicle in which a system for monitoring vehicle motion and / or motion state 101A according to the present invention is implemented according to a second embodiment.

[0054] The vehicle steering system 100A comprises a steering wheel 1A connected to a steering shaft or a steering column 2A, a linkage, here comprising a steering rack 9A via ball joints 11 A connected to steering rods 12A,12A for steering and turning steerable elements comprising wheels 13A,13A (front and / or rear road wheels).

[0055] It further comprises a first steering actuator 8A (also denoted an assistance actuator), e.g. comprising an electric actuator or motor or a hydraulic actuator or motor, or in general any electrically controllable actuator, which is connected to first steering actuator ECU 5 and a second steering actuator 8A’ (also denoted an assistance actuator), e.g. comprising an electric actuator or motor or a hydraulic actuator or motor, or any electrically controllable actuator, which is connected to first steering actuator ECU 5A’. The first steering actuator 8 A and the second steering actuator 8A’ are both arranged between the steerable wheels 13,13, and between the steerable wheels and the steering wheel 1A via a feedback arrangement 10A comprising a feedback actuator 3 Acomprising a motor, which here is connected to the steering shaft 2A, and a feedback actuator ECU 4A.

[0056] An electrical connection 7A connects first steering actuator ECU 5A, second steering actuator ECU 5 A’ and feedback actuator ECU 4A.

[0057] The first steering actuator ECU 5 A and the second steering actuator ECU 5 A’ here each comprises a respective motion sensor arrangement, here comprising inertial measurement units, IMU, 51 A, IMU 51 A’ which sense and can provide information about acceleration and / or angular rates in one or several axes as discussed above with reference to Fig.1, and one, both, or none of, the ECU 5 A, ECU 5 A’ may have, or may not have, means for configuration and operation of the IMU 51 A or IMU 51 A’ respectively. In other respects, the functioning of an IMU according to the invention has been explained with reference to Fig.1, which applicable also for IMU 51 A and / or IMU 51 A’ .

[0058] Thus, in this embodiment there are two IMUs, IMU51A, IMU 51 A’, one in each steering actuator ECU 5A,5A’ which means that redundancy is achieved within the steering wheel actuator assembly (also called road wheel actuators), internal steering actuator redundancy.

[0059] Fig.3 is a schematic view of power assisted Steer by Wire vehicle steering system 100B of a vehicle in which a system for monitoring vehicle motion and / or motion state 10 IB according to the present invention is implemented according to a third embodiment.

[0060] The vehicle steering system 100B comprises a steering wheel IB connected to a steering shaft or a steering column 2B, a linkage, here comprising a steering rack 9B via ball joints 1 IB connected to steering rods 12B,12B for steering and turning steerable elements comprising wheels 13B,13B (front and / or rear road wheels).

[0061] It further comprises a first steering actuator 8B (also denoted an assistance actuator), e.g. comprising an electric actuator or motor or a hydraulic actuator or motor, or any electrically controllable actuator, which is connected to first steering actuator ECU 5B and a second steering actuator 8B’ (also denoted an assistance actuator), e.g. comprising an electric actuator or motor or a hydraulic actuator or motor, or any electrically controllable actuator, which is connected to first steering actuator ECU 5B’. The first steering actuator 8B and the second steering actuator 8B’ are both arranged between the steerable wheels 13B,13B, and between the steerable wheels and thesteering wheel IB via a feedback arrangement 10B comprising a feedback actuator 3B comprising a motor, which here is connected to the steering shaft 2B, and a feedback actuator ECU 4B. An electrical connection 7B connects first steering actuator ECU 5B, second steering actuator ECU 5B’ and feedback actuator ECU 4B.

[0062] The first steering actuator ECU 5B and the second steering actuator ECU 5B’ here each comprises a respective motion sensor arrangement, here comprising inertial measurement units, IMU, 5 IB, IMU 5 IB’ adapted to sense and provide information about acceleration and / or angular rates in one or several axes as discussed above with reference to Fig.1, and one, both, or none, of the ECU 5B,ECU 5B’ may have, or may not have, means for configuration and operation of the IMU 5 IB or IMU 5 IB’ respectively.

[0063] In addition, feedback actuator ECU 4B also comprises a motion sensor arrangement, here comprising inertial measurement units, IMU, 4 IB arranged to sense and provide information about acceleration and / or angular rates in one or several axes as discussed above with reference to Fig.1, and the ECU 4B may have, or may not have, means for configuration and operation of the IMU 41B.

[0064] In other respects, the functioning of an IMU according to the invention has been explained with reference to Fig.1 , which is applicable also for the IMUs 51B,51B,41B.

[0065] Thus, in this embodiment there is, in addition to two IMUs, IMU51B, IMU 5 IB’, one in each steering actuator ECU5B,5B’, also an IMU 41B integrated in the feedback actuator ECU 4B, thus providing triple redundancy within the steering system 100B.

[0066] Fig. 4 is a schematic block diagram illustrating a vehicle steering system 100B in which a system for monitoring vehicle motion and / or motion state 10 IB as shown in Fig.2 is illustrated, indicating IMU chips IMU51A, IMU 51 A’ integrated on the ECU5A and ECU 5 A’ of respective interconnected actuator or motor ECUs 5 A, 5 A’, here illustrating the respective control function 56A,56A’ for each motor or actuator 8A,8A’. Feedback ECU 4A comprises a motor control 46A for the motor, but in this embodiment no IMU. Motor control 46A receives signals from sensors47A in any appropriate manner, but the motor control also receives data from the IMUs 56A,56A’ as discussed above.

[0067] In an alternative embodiment a system for monitoring vehicle motion and / or motion state comprising an IMU integrated in an ECU of a conventional electric power system, not shown. According to another embodiment an IMU may be integrated additionally, or alternatively, in an ECU of a Torque Overlay System, not shown.

[0068] In still another embodiment, an IMU may be integrated additionally, or alternatively, in an ECU of an Angle Overlay system, not shown.

[0069] In yet another embodiment an IMU may be integrated additionally, or alternatively, in an ECU of a rear Steered Wheel Actuator, RSWA, not shown.

[0070] It should be clear that one or more IMU(s) may be integrated in other motors or actuators, solely, or in addition to be integrated in ECUs in other actuators or motors.

[0071] For controlling purposes, based on received sensor data from the IMU(s), e.g. a steering system actuator, or any other actuator or motor to which the signals easily may be distributed as discussed above, may use the sensor signals for different functions or applications, e.g. vehicle positioning controlling functions.

[0072] Examples on functions that may use and rely on such data signals, and which hence easily (as far as obtaining of relevant, up-to-date and safe, redundant, (due to duplication, triplication, or multiplication, depending on where and how many IMUs that are integrated on ECUs belonging to motors or actuators in the system) and reliably can be implemented, may use sensor signals for different applications such as for example:

[0073] Stability control functions that uses, among other signals, yaw rate to counteract skidding by steering the front wheels;

[0074] drift control functions that uses, among other things, the derivative of yaw rate to make it easier to drift by adding small wheel angle to the front wheels;speed estimation for anti-spin, primarily for all-wheel-drive vehicles, where longitudinal acceleration is used to improve the precision of speed signals;

[0075] road feedback in the steering wheel, where roll rate and lateral acceleration are used to provide natural feedback, especially in steer-by-wire systems;

[0076] an understeer feel control function, where yaw rate is used reduce steering wheel torque, oversteer feel control function, where yaw rate is used increase steering wheel torque;

[0077] a trailer sway control function, that uses, among other signals, yaw rate to counteract swaying by steering the front wheels.

[0078] In advantageous embodiments diagnosis functions are implemented. The sensitivity through arranging the sensors on the actuators or motors as discussed above, motion or vibrations acting on the respective sensor can easily be picked up, and can then be used for diagnosis purposes enabling diagnosis functions to monitor safe performance or indicate potential failures or wear. It will also improve natural feedback transmission to the driver for forces, motions and event acting on the actuator.

[0079] In many application a steering system is relying on several signals from the car or the brake system via a typical bus between the car and / or brake system, which is a single connection. If for example a speed signal would be lost, in a known system, a fall back could be to rely on sensor signals, but if both the speed signals and the sensor signals are on the same bus, and the bus connection is lost or broken, both signals would be lost and there would be no fall-back. Through the inventive concept, with the IMU is integrated in the control unit, a working fall-back would be provided.

[0080] The inventive concept may e.g. be implemented for vehicle control in a power assisted steering system as described in the Swedish patent application No. 2250335-3, “An improved steering system, a steering system arrangement and a method for steering control” filed on 17 March 2022 by the same Applicant and the content of which herewith is incorporated herein by reference, This application discloses a power assisted steering system for a vehicle, comprising a steering arrangement, a steering shaft connected to the steering arrangement, steering elements , at least some of which being steerable, an electrically controllable, via an ECU, steering actuatorconnected to one or more of the steering elements, at least one steering arrangement actuator connected to the steering arrangement controlling feedback to the steering arrangement and an ECU arrangement comprising at least one ECU controlling the steering actuator and the steering arrangement actuator, wherein the ECU arrangement comprises a sensor and signal interface and a transformation unit for performing a transfer between an angle of the steering arrangement and angle(s) of steered steering elements. A system for monitoring vehicle motion and / or motion state as discussed herein can then be used as for sensing and providing information allowing determination of at least one or more of vehicle velocity, steering torque and / or steering angle of the steering arrangement and steering element angle.

[0081] The sensor and signal interface is arranged to receive at least information regarding, or allowing calculation of, one or more of a vehicle state, a subsystem state and driver input, said information at least comprising information regarding, or allowing calculation of vehicle velocity, steering arrangement steering torque and / or steering angle, steering element angle(s), from the in the present application provided system for monitoring vehicle motion and / or motion state, such that the ECU arrangement comprising a steering feel control function, SFC, and a steering position control function, SPC, the ECU arrangement providing the from the arrangements monitoring vehicle motion and / or motion state received input information to the transformation unit, and the transformation unit can, by means of processing means, transform the received input information to steering feel control commands and to steering position control commands, and provide the steering feel control commands to the steering feel control function, SFC, and provide the steering position commands to the steering position control function, SPC, the steering feel control function, SFC, being adapted to execute the received commands and to provide the executed commands as actuator activation signals to the steering arrangement actuator to provide an extended feedback, and the steering position control function, SPC, executing the received commands and the executed commands can be provided as actuator activation signals to one or more steering actuators to provide steering effects.

[0082] It is an advantage that, tthrough the inventive concept comprising e.g. a microchip with sensor functionalities as described herein, integrated on an PCB, or ECU, of an actuator or a motor, it does not have to be relied upon buses, or wires that can be damaged and connectors that can havepoor or no connection, robustness, reliability will be considerably enhanced, and thereby safety increased.

[0083] Another advantage is that EMC resilience will be considerably increased since it is not relied upon buses or wires that can pick up electromagnetic disturbances.

[0084] Still another advantage is that there will be no delays in signal transmissions due to bus or wire limitations.

[0085] Yet another advantage is that through the use of one or more microchips with sensor functionalities as described herein, integrated on a PCB (Printed Circuit board) or an ECU, instead of relying on e.g. a yaw sensor connected to the brake system, the performance will not be constrained or limited by any brake system requirements, such as for example resolution, range, update speeds or availability of signals.

[0086] Another advantage is that costs are low, e.g. no costs for wires and connectors and costly performance requirements on a bus are avoided.

[0087] A particular advantage is, in applications with multiple ECUs, or PCBs within the system, e.g. an SbW actuator with two separate ECUs, there can be integrated an IMU on each of the ECUs, providing redundancy of motion signals.

[0088] It should be clear that the invention is not limited to the specifically illustrated embodiments, but that it can be varied in a number of ways within the scope of the appended claims, and features can be combined in any desired manner. It is also possible to have a combination of IMUs in different actuators or motors, one or more, some might be controllable by the ECU, others not.

[0089] The inventive concept is not limited to any specific steering system, and is applicable for conventional steering systems as well as in SbW-systems, systems which are power assisted systems or which are not.

[0090] Also, the steering systems may be of different types, e.g. wired, wireless or mechanical, power assisted or not.

Claims

CLAIMSS7 P7PCT00, 07.01.20261. An arrangement for monitoring vehicle motion and / or motion state with at least one electrically controllable motor or actuator (8,3;8A,8A’,3A;8B,8B’,3B), comprising a motor or actuator (8,3;8A,8A’,3A;8B,8B’,3B), a motor or actuator control means comprising an Electronic Control Unit, ECU, (5,4;5A,5A’, 4A; 5B,5B,4B) for controlling the electrically controllable actuator (8,3;8A,8A’,3A;8B,8B’,3B), and a sensor arrangement for sensing vehicle motion,c h ar a c t e ri z e d i n t h atthe sensor arrangement comprises an inertial measurement unit, IMU, (51;51A, 51A’; 51B, 51B’, 4 IB) comprising a microchip or chipset with a sensor functionality for sensing position, angular rate and acceleration in different dimensions, that the IMU (51;51A,51A’;51B,51B’,41B) is integrated on the ECU (5;5A,5A’;5B,5B,4B), comprising sensors for sensing, and providing information about, at least angular rate and acceleration in different dimensions, comprising at least a sensor for sensing a vehicle state and providing vehicle state information, and an acceleration sensor measuring acceleration in longitudinal, lateral and vertical direction,, and is arranged to be in communication with the ECU (5;5A,5A’;5B,5B,4B) via an internal data connection,that the at least one electrically controllable motor or actuator (8;8A,8A’;8B,8B’) comprises a steering actuator with a steering actuator ECU (5;5A,5A’;5B,5B’),said ECU (5,4;5A,5A’, 4A; 5B,5B,4B) being adapted for communication with one or more other ECUs of other electrically controllable motors or actuators such that sensor information obtained by one ECU (5;5A,5A’;5B,5B,4B) with an integrated IMU (51;51 A, 51A’;51B,51B’, 41B) can be provided to one or more other ECUs of other electrically controlled motor or actuators via e.g. existing electric connections (7;7A;7B) between the ECU (5;5A,5A’;5B,5B, 4B) and said other ECUs.

2. An arrangement for monitoring vehicle motion and / or motion state according to claim 1, c h ar a c t e ri z e d i n t h atthe motor or actuator comprises steering gear with steering gear ECU for a Steer by Wire, SbW steering system.

3. An arrangement for monitoring vehicle motion and / or motion state according to claim 1 or 2, c h a r a c t e r i z e d i n t h a tthe motor or actuator comprises an electronic power steering motor or actuator with an actuator ECU.

4. An arrangement for monitoring vehicle motion and / or motion state according to claim 1 or claim 3 as dependent on claim 1,c h a r a c t e r i z e d i n t h a tthe motor or actuator comprises a torque overlay actuator or a torque overlay motor with an actuator ECU for a torque overlay system.

5. An arrangement for monitoring vehicle motion and / or motion state according to claim 1 or claim 3 as dependent on claim 1,c h a r a c t e r i z e d i n t h a tthe motor or actuator comprises an angle overlay actuator with an actuator ECU for an angle overlay system.

6. An arrangement for monitoring vehicle motion and / or motion state according to claim 1 or claim 3 as dependent on claim 1,c h a r a c t e r i z e d i n t h a tthe motor or actuator comprises a rear steered wheel actuator, RSWA, with an actuator ECU.

7. An arrangement for monitoring vehicle motion and / or motion state according to any one of the preceding claims,c h a r a c t e r i z e d i n t h a tthe sensor arrangement comprising an IMU (51;51A, 51A’;51B,51B’, 41B) additionally comprises sensors for sensing one or more of temperature, pressure, magnetic field, electric field,stray currents, humidity, air quality or any other relevant parameter relating to a vehicle, and / or e.g. comprises an IMMU.

8. An arrangement for monitoring vehicle motion and / or motion state according to any one of the preceding claims,c h a r a c t e r i z e d i n t h a tthe ECU (5,4;5A,5A’,4A;5B,5B’,4B) comprises a Micro Controller Unit, MCU, a Field Programmable Gate Array, FPGA, or any other appropriate control means.

9. An arrangement for monitoring vehicle motion and / or motion state according to any one of the preceding claims,c h a r a c t e r i z e d i n t h a tthe internal data connection for communication and transmission of information between the ECU (5;5A,5A’;5B,5B’,4B) and the IMU (51;51A, 51A’;51B,51B’,41B) integrated on the ECU (5;5A,5A’;5B,5B’,4B) comprises an internal data bus, e.g. a Serial Peripheral Interface, SPI, Inter Integrated circuit, I2C, a Universal Asynchronous Receiver-Transmitter, UART, or any other appropriate data bus, or electrical connection or optical connection.

10. A system (101;101A;101B) for monitoring vehicle motion and / or motion state of a vehicle, c h a r a c t e r i z e d i n t h a tit comprises a number of arrangements for monitoring vehicle motion and / or motion state as in any one of claims 1-9, allowing controlling vehicle positioning and / or vehicle state of a vehicle by means of sensor data received in an ECU (5;5A,5A’;5B,5B’,4B) by means of an actuator (8;8A,8A’;8B,8B’,3B) comprising or being in communication with the ECU (5;5A,5A’;5B,5B’, 4B).

11. A system (101;101A;101B) for monitoring vehicle motion and / or motion state according to claim 10,c h a r a c t e r i z e d i n t h a tit comprises at least one arrangement for monitoring vehicle motion and / or motion state, and in that the ECU(s) (5;5A,5A’;5B,5B,4B) of said at least one electrically controlled motor oractuator comprising an IMU (51;51A, 51A’;51B,51B’, 41B) integrated on the ECU (5;5A,5A’;5B,5B,4B) is / are interconnected by means of electrical connections (7;7A;7B) to one or more ECUs of other electrically controlled motors or actuators, with or without integrated IMUs, such that sensor information obtained by one of the ECUs (5;5A,5A’;5B,5B,4B) with an integrated IMU (51;51A, 51A’;51B,51B’, 41B) can be provided to, shared with, the at least one other ECUs of the at least one other electrically controlled motor or actuators.

12. A system (101;101A;101B) for monitoring vehicle motion and / or motion state according to claim 10 or 11,c h ar a c t e ri z e d i n th atit comprises at least two arrangements for monitoring vehicle motion and / or motion state and in that the ECUs of the electrically controlled motors or actuators are interconnected by means of electrical connections (7;7A;7B) such that sensor information obtained by each of the ECUs (5,4;5A,5A’, 4A; 5B,5B,4B) with an integrated IMU (51;51 A, 51A’;51B,51B’, 41B) can be provided to one or more other ECUs, with or without IMUs, of the at least one other electrically controlled motor or actuators.

13. A system (101A;101B) for monitoring vehicle motion and / or motion state according to any one of claims 10-12,c h ar a c t e ri z e d i n t h a 8it comprises a motor or an actuator (8A,8A’;8B,8B), of a steering actuator arrangement, or a road wheel actuator arrangement, with at least two, at least duplicated actuator or motor ECUs (5A,5A’,5B,5B), each with an integrated IMU (51A,51A’;51B,51B’), to provide double redundancy within the steering actuator arrangement, single redundancy being provided by means of the at least two ECUs (5A,5A’,5B,5B).

14. A system (101B) for monitoring vehicle motion and / or motion state according to any one of claims 10-13,c h ar a c t e ri z e d i n t h atit comprises at least two motors or actuators (8B,8B) of a steering actuator arrangement, or a road wheel actuator arrangement, with at least two, at least duplicated actuator or motor ECUs(5B,5B), each with an integrated IMU (5 IB, 5 IB’), and a steering feedback actuator (3B) or of a steering system with a feedback actuator ECU (4B) with an integrated IMU (4 IB), to provide triple redundancy within the steering system (100B).

15. A system (101A;101B) for monitoring vehicle motion and / or motion state according to claim 10,c h ar a c t e ri z e d i n t h atit comprises two motors or actuators (5A,5A’), e.g. of a steering actuator arrangement, or a road wheel actuator arrangement, with at least two actuator or motor ECUs (8,8A), one of which comprises an integrated IMU (51).

16. A system (101;101A;101B) for monitoring motion and / or motion state according to any one of claims 10-15,c h ar a c t e ri z e d i n t h atthe or each IMU (51;51A, 51A’;51B,51B’, 41B) is programmed to have information on e.g. acceptance parameter values relating to status and / or operation of a motor or an actuator, parameter alarm levels when replacement or service is required, due dates or times for service, definition of different intervention parameter values levels requiring taking of a measure, and comparing current parameter values with such levels, or in any other way allowing diagnostics based on data collected by the IMU (51;51A, 51A’;51B,51B’, 41B), e.g. by comparing sensed motion frequencies with predetermined allowed frequency ranges, frequency patterns or frequency thresholds and generating an alarm or an indication if a motion or vibration frequency is sensed which is not within the predetermined frequency range, does not follow the predetermined frequency pattern or exceeds a predetermined frequency threshold.

17. A steering system (100;100A;100B) for a vehicle comprising a steering arrangement, e.g. a steering wheel, (1;1A;1B), a steering shaft (2;2A;2B) connected to the steering arrangement (1;1A;1B), and a steering gear arrangement, a link arrangement (9;9A;9B), steerable elements (13,13;13A,13A;13B,13B), a number of electrically controllable actuators or motors comprising at least one electrically controllable actuator or motor (8,3;8A,8A’,3A;8B,8B’,3B) with each an Electronic Control Unit, ECU, (5,4;5A,5A,4A’;5B,5B’,4B) for controlling the electricallycontrollable actuator (8,3;8A,8A’,3A;8B,8B’,3B), a link arrangement (9;9A;9B) connected to the steerable elements (13,13;13A,13A;13B,13B) and arranged to allow the steerable elements (13,13;13A,13A;13B,13B) to be steered by the steering arrangement (1;1A;1B), c h ar a c t e ri z e d i n t h atit comprises a monitoring system (101A;101B) for monitoring motion and / or motion state as in any one of claims 10-16 with a number of arrangements for monitoring vehicle positioning and / or vehicle state as in any one of claims 1-9.

18. A steering system (100;100A;100B) according to claim 17,c h ar a c t e ri z e d i n t h atit comprises at least one electrically controllable steering actuator or motor (8;8A,8A’;8B,8B’) with an ECU (5;5A,5A;5B,5B’) with an integrated IMU (51;51A,51A’;51B,51B’) and in that information or data collected by said IMU (51;51A,51A’;51B,51B’) via the ECU (5;5A,5A;5B,5B’) of said at least one electrically controllable steering actuator or motor (8;8A,8A’;8B,8B’) to the respective ECUs (5,4;5A,5A,4A’;5B,5B’,4B) of at least some of the other electrically controllable actuators or motors, e.g. via in the steering system existing connections, e.g. cable connections, (7;7A;7B), between ECUs of the steering system, independently of whether said other electrically controllable actuators or motors (8,3;8A,8A’,3A;8B,8B’,3B) have an ECU (5,4;5A,5A,4A’;5B,5B’,4B) with an integrated IMU or not, e.g. comprising another steering actuator (8A,8A’;8B,8B’), a feedback actuator (3), a brake system actuator or a power steering actuator etc.

19. A steering system (100) according to any one of claims 17-18,c h ar a c t e ri z e d i n t h atit comprises at least one electrically controllable feedback actuator or motor (3) of a feedback arrangement being directly or indirectly connected to the steering arrangement (1) for applying a force to the steering arrangement (1) with an ECU (4) for controlling said feedback actuator (3) with an integrated IMU (41B), and in that information or data collected by said IMU (41) of said at least one electrically controllable feedback actuator or motor (3) via its ECU (4) is distributed to the respective ECUs (5;5A,5A’;5B,5B’) of at least some of the other electrically controllable actuators or motors (8;8A,8A’;8B,8B’), e.g. via in the steering system existing connections, e.g.cable connections, (7;7A;7B), between ECUs of the steering system, independently of whether said other electrically controllable actuators or motors (8,;8A,8A’;8B,8B’) have an ECU with an integrated IMU or not, e.g. comprising another steering actuator, a feedback actuator, a brake system actuator, a power steering actuator etc.

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