The present invention relates to a steer-by-wire steering system for motor vehicles with the features of the preamble of claim 1.
In steer-by-wire steering systems, the position of the steered wheels is not directly coupled to the steering wheel. There is a connection between the steering wheel and the steered wheels by means of electrical signals. Instead of the mechanical coupling, a steering actuator for positioning the wheels and a feedback actuator are used to simulate the restoring forces on the steering wheel. In order to meet the safety requirements, the steering system must be designed in such a way that the functionality is always present. Mainly because of the costs incurred, an appropriate compromise must be found between the degree of fault tolerance and the number of redundant components.
It is the object of the present invention to specify a steer-by-wire steering system for motor vehicles which always operates reliably in order to meet the safety objectives.
This object is achieved by a steer-by-wire steering system with the features of claim 1. Advantageous developments of the invention are mentioned in the subordinate claims.
Accordingly, a steer-by-wire steering system for motor vehicles is provided comprising an electronically controlled steering actuator acting on the steered wheels depending on a driver's steering demand, and a feedback actuator transmitting the retroactive effect of the road to a steering wheel, wherein the feedback actuator and the steering actuator have a redundant power supply. In the event of a power failure, the steering system can therefore continue to work reliably.
It is preferred that the feedback actuator and the steering actuator are each connected to a first power supply and a second power supply.
Preferably, the two power supplies are designed in such a way that in the event of a failure of one of the two power supplies the other power supply ensures that the feedback actuator and the steering actuator can continue to be operated.
In one embodiment, two redundant motor vehicle communication channels are additionally provided, by means of which the feedback actuator communicates with both the motor vehicle and the steering actuator.
However, it may also be advantageous to provide two redundant private communication channels by means of which the feedback actuator communicates exclusively with the steering actuator. In this case, two redundantly designed motor vehicle communication channels are preferably provided, by means of which the feedback actuator communicates with the motor vehicle, wherein the motor vehicle communication channels and the private communication channels are designed such that the feedback actuator transmits relevant signals from the motor vehicle to the steering actuator and vice versa.
In a further embodiment, however, it may also be provided that the steering actuator communicates with the motor vehicle by means of the two redundantly designed motor vehicle communication channels. In this case, the motor vehicle communication channels and the private communication channels between the feedback actuator and the steering actuator are designed for the steering actuator to transmit relevant signals from the motor vehicle to the feedback actuator and vice versa.
Preferred embodiments of the invention are explained in more detail below on the basis of the drawings. Similar or similarly acting components are referred to in the figures with the same reference characters. In the figures:
A steer-by-wire steering 1 is shown in
Furthermore, a redundant power supply is provided for both the feedback actuator 4 and the steering actuator 6. The feedback actuator 4 and the steering actuator 6 are each connected to a first power supply 200 and a second power supply 201. In the event of a failure of one of the two power supplies 200,201, the other, fault-free power supply 200,201 ensures that the feedback actuator 4 and the steering actuator 6 can continue to operate.
Furthermore, a redundant power supply is provided for both the feedback actuator 4 and the steering actuator 6. The feedback actuator 4 and the steering actuator 6 are each connected to a first power supply 200 and a second power supply 201. In the event of a failure of one of the two power supplies 200,201, the other, fault-free power supply 200,201 ensures that the feedback actuator 4 and the steering actuator 6 can continue to operate.
Furthermore, a redundant power supply is provided for both the feedback actuator 4 and the steering actuator 6. The feedback actuator 4 and the steering actuator 6 are each connected to a first power supply 200 and a second power supply 201. In the event of a failure of one of the two power supplies 200,201, the other, fault-free power supply 200,201 ensures that the feedback actuator 4 and the steering actuator 6 can continue to operate.
Number | Date | Country | Kind |
---|---|---|---|
10 2018 106 872.7 | Mar 2018 | DE | national |
Filing Document | Filing Date | Country | Kind |
---|---|---|---|
PCT/EP2019/056366 | 3/14/2019 | WO | 00 |