Brake-To-Steer Control With Tertiary Steering Yaw Support
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Solution Overview
Problem
Existing brake-to-steer systems are limited in enhancing vehicle maneuverability and safety, particularly when steer-by-wire systems fail, as they rely solely on brake system redundancy for lateral control, often leading to rapid deceleration without adequate lateral movement.
Innovation Solution
A brake-to-steer control algorithm that harmonizes braking and tertiary steering commands to enhance vehicle yaw response, using a smaller tertiary actuator, by calculating differential braking torque based on driver input and steer-by-wire system dynamics to achieve target yaw rates.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If brake-to-steer systems rely solely on brake system redundancy for lateral control, then vehicle safety is maintained through redundancy, but vehicle maneuverability deteriorates due to rapid deceleration without adequate lateral movement
Solution Approach 1:
The patent combines brake-to-steer functionality with tertiary rack and pinion actuation, merging the braking system and steering system into a unified control mechanism. This integration allows the brake system to provide both deceleration and lateral steering control simultaneously, resolving the contradiction between safety redundancy and maneuverability by making the brake system perform dual functions.
Solution Approach 2:
The brake system is designed to perform multiple functions: primary deceleration, emergency steering, and enhanced lateral control when combined with tertiary actuation. This multi-functionality allows the same system components to maintain safety through redundancy while also providing adequate maneuverability by generating both longitudinal and lateral forces.
2Ease of manufacture
If a smaller tertiary actuator is used to reduce cost, then device complexity and cost are reduced, but steering power deteriorates
Solution Approach 1:
The patent merges the braking system with the tertiary rack and pinion actuator, creating a combined system where brake torque is applied to enhance the steering power of the smaller tertiary actuator. This combination allows the cost-reduced smaller actuator to achieve adequate steering power by leveraging the additional force from the brake system during steering operations.
Solution Approach 2:
The brake system acts as an intermediary force amplifier for the smaller tertiary actuator. By applying brake torque to the wheels, the system indirectly amplifies the steering effect produced by the smaller actuator, enabling the smaller, cheaper component to achieve the necessary steering power that would otherwise require a larger, more expensive actuator.
3Device complexity
If brake-to-steer is implemented without tertiary steering actuation, then system complexity is reduced, but lateral control capability deteriorates
Solution Approach 1:
The patent merges brake-to-steer control with tertiary rack and pinion actuation into a unified system. This combination enhances lateral control capability by coordinating brake torque application with tertiary actuator movement, allowing the system to achieve better steering performance than either system could provide alone while maintaining manageable complexity through integrated control.
Solution Approach 2:
The system dynamically coordinates brake torque application with tertiary actuator operation, adjusting the contribution of each subsystem based on real-time steering requirements. This dynamic coordination enhances lateral control capability by optimally distributing the steering effort between the brake system and tertiary actuator, achieving superior performance compared to static or independent system operation.
Data Source
AI summary
A number of variations may include a system, method, a non-transitory computer readable medium having instructions thereon executable by an electronic processor to implement functionality comprising enhancing the curvature capability of a tertiary rack and pinion actuator by using brake-to-steer while the tertiary rack and pinion actuator is operating.