Autodesk inventor 2017 zahnrad erstellen free download.MESSAGE DE DIEU | EPEBA
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Autodesk inventor 2017 zahnrad erstellen free download |
Autodesk inventor 2017 zahnrad erstellen free download
Autodesk inventor 2017 zahnrad erstellen free download
The present invention relates to a method for controlling a steering of a vehicle according to the preamble of claim 1. Notfallbetrieb eingeschaltet wird. From the DE 41 C2 a method by controlling the steering of a motor vehicle is known. This method allows operation in steer-by-wire mode as well as operation in manual mode, the latter being switched on only in abnormal operation or emergency operation.
The known method provides for determining a steering value, controlling a wheel-drive system according to the steering value, whereby the steering of the vehicle takes place, generating a reaction torque for the steering in a driver interface system, the Steering value, in the case of an abnormal operation or emergency operation, corresponds to the activation of a clutch mechanism and the operation in a steer-by-wire mode or a manual mode.
The manual mode should be operated similar to a power steering mode. From the DE 42 A1 is a procedure like from the DE 41 C2 the same applicant in which additionally takes place monitoring and is switched to abnormal operation or emergency operation first in the power steering mode and only when the corresponding parts of the power steering fail, is switched to a manual mode. Aus der DE 21 A1 wiederum des gleichen Anmelders wie die beiden anderen vorgenannten Schriften ist ein Verfahren bekannt, das dieselben Merkmale wie die DE 41 C2 aufweist.
From the DE 21 A1 again the same applicant as the other two aforementioned documents, a method is known which has the same features as the DE 41 C2 having. Es wird ein Lenkungs-Wert bestimmt. Finally, out of the EP 1 A2 a method for controlling the steering of a vehicle is known, which allows the operation in the steer-by-wire mode and in an emergency in manual mode.
A steering value is determined. The control of a wheel-drive system is carried out according to the steering value, whereby the steering of the vehicle takes place. A response torque is generated for the steering in a driver interface system that corresponds to the steering value. It monitors the driver interface system and activates a clutch mechanism. Operation is in the operating state Steer-by-Wire mode or in manual mode.
To give the driver a steering feel, a typical steer-by-wire vehicle uses a reaction torque generator that synthesizes and generates a response moment in the manual steering device. For example, if the manual steering device is a steering wheel, the reaction torque generator will generally apply torque to a steering column coupled to the steering wheel to provide a drag or assistive force to the driver of the vehicle.
In general, the magnitude and direction of the reaction torque is determined by a control system that cooperates with the reaction torque generator, the steering drive for the wheels, and the various sensor systems of the vehicle.
The applicability of steer-by-wire systems to the diverse situations offers a large number of advantages that mechanically controlled vehicles do not possess.
Despite these advantages, it is not the case that the vehicles equipped with steer-by-wire systems dominated the current market of automobiles. It is believed that a hybrid steering system is capable of facilitating the transition from mechanically coupled steering systems to steer-by-wire systems in automobiles.
The object of the invention is to facilitate the transition from mechanically coupled steering systems to steer-by-wire systems in automobiles by means of a hybrid steering system.
The object of the invention is achieved by a method having the features of claim 1. Advantageous developments emerge from the subclaims. The present invention describes a steering system that can be selectively operated in three different modes: steer-by-wire, electronic power steering EPAS , and manual steering. The steer-by-wire system includes a driver interface system FIS , a wheel drive system RWAS and a controller for monitoring and implementing the preferred control strategy.
The control architecture of the present invention reduces the total number of sensors required to operate the steer-by-wire vehicle. Accordingly, the control architecture reduces the overall cost of the steering system for the vehicle. The driver interface system has a steering device that can be turned around the steering column. The rotation of the steering device and the steering column is measured by means of a sensor for the angle of the steering wheel, which is arranged around the steering column around.
The steering column is connected to a reaction torque generator which generates a steering feel based on the applicable steering parameters. Steering parameters include vehicle speed, steering wheel angle, yaw rate, steering gear load, and lateral acceleration. This wheel drive is operatively connected to a steering system in the manner of a rack and pinion steering.
The wheel drive rotates the steering gear via the control unit, which in turn causes the lateral movement of the rack and thereby deflects the wheels. As with the driver interface system, the function and performance of the wheel drive system is monitored by a variety of sensors.
The steering system in the present invention normally operates in a steer-by-wire mode in which information about the angular position of the steering device is combined with other pertinent information to calculate a control signal. This control signal is transferred from the control unit to the wheel drive.
As already said, the wheel drive then mechanically steers the wheels through the rack and pinion steering mechanism of the wheel drive system. However, the steering system is also adapted to operate in an electronic power steering mode or a manual mode in the event of a malfunction of any component of the driver interface system or the wheel drive subsystem.
Alternativ sind im manuellen Modus sowohl das Fahrer-Interface-System als auch das Rad-Antriebs-System deaktiviert und das Fahrzeug ist auf rein mechanischem Wege lenkbar.
In either power steering or manual mode, the controller causes a clutch mechanism to be turned on, thereby establishing a mechanical connection between the steering assembly and the rack-and-pinion steering.
In Power Steering mode, either the wheel drive or the reaction torque generator is available to aid steering. Alternatively, in manual mode both the driver interface system and the wheel drive system are disabled and the vehicle is steerable purely mechanically. In the event that the power to the system is turned off or the vehicle is not running, the steering system of the present invention is operable in manual mode.
In der Zeichnung zeigen: In the drawing show:. According to a preferred embodiment of the present invention shows 1 a schematic block diagram of a steer-by-wire system 10 of the present invention. The steer-by-wire system 10 contains as primary components a driver interface system FIS 12 , a wheel drive system RWAS 14 and a controller 16 which monitors and controls the corresponding systems.
The control architecture of the Steer-by-Wire system 10 The present invention is based on the independence of the operation of the driver interface system 12 and the wheel drive system 14 , The steer-by-wire system 10 is through a battery 18 powered, which provides electrical energy for the various electrical components of this system.
The driver interface system 12 contains a steering device 20 around the steering column 22 can be turned around. The steering column 22 extends from the steering device 20 to the wheel drive system 14 , Between the steering column 22 and the wheel drive system 14 There is a clutch mechanism 50 whose control is described later.
The rotation of the steering device 20 and the steering column 22 is using a sensor for the steering wheel angle 24 measured at the steering column 22 is arranged. In a preferred embodiment, the illustrated sensor for the steering wheel angle 24 at least one independent detection unit, so that the redundancy of the measurement is ensured. The steering column 22 is with a reaction moment generator 26 connected, its operation by the control unit 16 is controlled. The reaction moment generator 26 generates the given reaction moment on the steering column 22 , As a result, it offers either resistance or power steering for the driver of the vehicle during the rotation of the steering device 20 , The power of the reaction torque generator 26 is monitored by means of a pair of operating state sensors.
A current sensor for the reaction torque generator 28 measures the size of the current, that of the reaction moment generator is pulled, and passes the measurements to the controller 16 , Similarly, a temperature sensor monitors for the reaction torque generator 30 the temperature of the reaction torque generator 26 and passes the measurements to the controller 16 , The above-described sensors and other sensors associated with the driver interface system 12 are also referred to as the "steering sensors".
Der Rad-Antrieb 38 ist operativ mit einem Zahnrad-Getriebe 42 verbunden, das wiederum mit einem Zahnstangengetriebe 40 gekoppelt ist, das in einer Querrichtung des Fahrzeugs angeordnet ist. The wheel drive system 14 has a wheel drive 38 that is on the control signals from the controller 16 works. The wheel drive 38 is operational with a gear transmission 42 connected, in turn, with a rack and pinion 40 coupled, which is arranged in a transverse direction of the vehicle.
The rack and pinion gear 40 is with or part of an axis 46 coupled laterally through the vehicle to a position extending to the wheels 48 suitable is. About the control unit 16 turns the wheel drive 38 the gear transmission 42 , which in turn, the lateral movement of the rack gear 40 and then through a typical steering and suspension system, the deflection and control of the wheels 48 causes.
The function of the wheel drive system 14 is monitored by a variety of sensors. The wheel position sensors 32a. They communicate this value to the controller 16 , During the steering process, a sensor measures the rack load 44 the load on the rack 40 , This value is also sent to the control unit 16 to hand over.
The operating conditions of the wheel drive 38 are powered by a temperature sensor for the wheel drive 36 and a current sensor for the wheel drive 34 supervised.
The aforementioned sensors and other sensors associated with the wheel drive system 14 are also referred to as "wheel sensors" in the following document. The steering system 10 The present invention includes other components, such as a yaw rate sensor 52 , a sensor for lateral acceleration 54 and a vehicle speed sensor 56 , The aforementioned sensors are primarily oriented to the measurement or calculation of vehicle parameters. They are therefore mainly used to maximize the performance of the steering system.
In addition, a sensor detects the battery current 58 the electricity that is for the steering system 10 is available and passes this value to the controller 16 ,. The steering system 10 normally operates in a steer-by-wire mode, in which information about the angular position of the steering device 20 be combined with other related information to calculate a control signal that the controller 16 as an instruction to the wheel drive 38 passes.
As already noted, then directs the wheel drive 38 mechanically the wheels 48 using the rack-and-pinion mechanism of the wheel drive system 14 ,. Wenn die Batterie 18 nicht in der Lage ist, ausreichend elektrischen Strom zu liefern, oder wenn das Lenksystem 10 der vorliegenden Erfindung abgeschaltet ist, veranlasst das Fehlen von elektrischer Energie, dass der Kupplungs-Mechanismus 50 aktiviert verbunden wird.
However, the steering system 10 also set up for operation in power steering EPAS mode and manual mode. Operation in one of these modes is controlled by the controller 16 in response to a malfunction in any part of either the FIS 12 or the wheel drive system 14 certainly. When the battery 18 is unable to supply sufficient electrical power, or if the steering system 10 In the present invention, the lack of electrical energy causes the clutch mechanism 50 activated connected.
Both in power steering EPAS and manual modes, the controller initiates 16 that a clutch mechanism 50 activated engaged , and thereby the steering column 22 with the gear transmission 42 is connected. One of the two drives, either the wheel drive 38 or the reaction torque generator 26 , can be used to control the rotation of the steering column 22 and gear transmission 42 to assist in power steering mode.
In manual mode are both the wheel drive 38 as well as the reaction torque generator 26 disabled, and the rotation of the gear transmission 42 becomes solely through the manual rotation of the steering column 22 reached.
The control scheme for the steer-by-wire mode, the power steering mode and the manual mode will now be discussed in more detail with reference to FIGS 2 to 8th ,. Da das Fahrer-Interface-System 12 und das Rad-Antriebs-System 14 die beschriebenen Antriebe und Sensoren aufweisen, ist eine eingehende Analyse mit einem entsprechenden Quervergleich erforderlich. It begins with step S and step S, in which the control unit 16 performs the malfunction check of the system. Due to the complexity of the steering system 10 checks the control unit 16 on malfunctions of the system in three dependent areas: the reaction torque generator in step S, the sensors in step S and the wheel drive in step S With respect to the sensors, the controller checks 16 the functional state of the steering sensors in step S and that of the wheel sensors in step S Because the driver interface system 12 and the wheel drive system 14 have the described drives and sensors, an in-depth analysis with a corresponding cross-comparison is required.
Although any malfunction is sufficient for making the controller 16 the clutch mechanism 50 turns on, it is necessary that the control unit 16 Check the status of other dependent and independent subsystems in more detail. For example, there will be a malfunction of the steering wheel angle sensor 24 alone the entire driver interface system 12 shut down and that is why the clutch mechanism 50 to be activated. A second malfunction, like that of the Reaction Torque Generator 26 will also make the driver interface system inoperative, but then it is not necessary that the control unit 16 carry out further compensatory actions.
In contrast, a third malfunction of the sensor for the rack load 44 the wheel drive system 14 make it inoperative, and consequently the controller must 16 the steering system 10 put into manual mode. As a consequence, the respective operating states of the reaction torque generator, the wheel drive, the steering sensors, and the wheel sensors are required to implement a control strategy. The matrix M1 shows a tabular list of the possible results of the tests for malfunctions in the relevant areas.
Y is called yes and N is called no. Similarly, the sub-matrices A2, A3, B2, B3, and C3 show the combinatorial results of the queries in the related areas, as detailed in US Pat 3 to 8th is shown. Before a detailed discussion of the dependence of the FIS 12 and the wheel drive system 14 can be continued, asks how in 2 illustrated, in step S, the controller 16 whether the battery current is sufficient.
The battery 18 is independent of the other systems, therefore, any shortage of battery current will cause the mechanical coupling to be activated as shown in step S Without adequate electrical power, the controller has 16 the power steering mode is not available as the operating mode, and therefore the steering system 10 in a purely manual mode, as shown in step S Randalbroff dit :.
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