Method for controlling a steering actuator comprising a counter-steering step before a deactivation step

Abstract

A method for controlling an actuator for steering a wheel of a motor vehicle including an electrical actuator controlling steering angle of the steering wheel and a mechanism determining temperature of the actuator. The method includes: completing deactivating the actuator; and a counter-steering operation triggered when the temperature of the actuator is higher than or equal to a determined prevention threshold.

Claims

1. A method for controlling a steering actuator of at least one wheel of a motor vehicle, the motor vehicle including at least one steered wheel mounted pivotably between two extreme angular steering positions on either side of a neutral reference position, the motor vehicle further including an electric actuator which controls a steering angle of the steered wheel relative to the neutral reference position based on operating parameters of the motor vehicle, and the motor vehicle further including a sensor to determine a temperature of the electric actuator, the method comprising: initiating a counter-steering while the motor vehicle is driven when the temperature of the electric actuator is greater than or equal to a specified prevention threshold, during which the steered wheel is moved toward its neutral position by the electric actuator, as long as the temperature of the electric actuator is higher than the specified prevention threshold but lower than an alarm threshold, initiating deactivation of the electric actuator at an end of the counter-steering as soon as the steered wheel has returned to its neutral position, and when the temperature of the electric actuator reaches the alarm threshold, interrupting the counter-steering and initiating the deactivation of the electric actuator.

2. The method as claimed in claim 1, wherein, in the counter-steering, a rear wheel is returned to a neutral position at a pivoting speed below a pivoting speed in a normal operation.

3. The method as claimed in claim 1, wherein, in the counter-steering, an order to counter-steer the steered wheel takes priority over any other steering instruction.

4. The method as claimed in claim 1, further comprising reactivating the electric actuator, which is initiated immediately after the deactivating when the temperature of the electric actuator has fallen back below an operating threshold.

5. The method as claimed in claim 4, wherein a specified prevention threshold is below an alarm threshold.

6. The method as claimed in claim 1, wherein, when the deactivating is initiated when the steered wheel has not returned to its neutral position, an alarm is activated.

7. The method as claimed in claim 1, wherein pivoting of the steered wheel is controlled solely by the electric actuator.

8. The method as claimed in claim 7, wherein the motor vehicle comprises four wheels, including two steered wheels controlled by the electric actuator, which are arranged at a rear of the motor vehicle.

Description

(1) Other characteristics and advantages of the invention will be evident from the following detailed description, the comprehension of which will be facilitated by reference to the attached drawings, in which:

(2) FIG. 1 is a schematic view, showing a motor vehicle whose rear wheels are operated so as to pivot by an actuator;

(3) FIG. 2A is a diagram showing the actuator temperature as a function of time when the wheels are operated by a method applied according to the prior art;

(4) FIG. 2B is a diagram showing the steering angle of the wheels as a function of time when the wheels are operated by the method applied according to the prior art;

(5) FIG. 3A is a diagram similar to that of FIG. 2A, showing the actuator temperature as a function of time when the wheels are operated by a method applied according to the teachings of the invention;

(6) FIG. 3B is a diagram similar to that of FIG. 2B, showing the steering angle of the wheels as a function of time when the wheels are operated by the method applied according to the teachings of the invention;

(7) FIG. 4 is a block diagram showing the various steps of the method applied according to the teachings of the invention.

(8) Elements having an identical structure or similar functions will be denoted below by the same reference numerals.

(9) A longitudinal orientation running from the rear to the front, indicated by the arrow L in FIG. 1, and a transverse orientation, indicated by the arrow T in FIG. 1, are used below.

(10) FIG. 1 shows a motor vehicle 10 with a longitudinal axis A, comprising two front wheels 12 and two rear wheels 14. The two front wheels 12 are mounted so as to turn about a common axle.

(11) The two front wheels 12 are steered wheels which are mounted between two extreme angular steering positions on either side of a neutral position. The front wheels 12 are shown in the neutral position in FIG. 1. In a known way, the angular steering position of the front wheels 12 is controlled by a steering wheel 16 via a steering column.

(12) The two front wheels 14 are steered wheels which are mounted pivotably between two extreme angular steering positions on either side of a neutral reference position.

(13) The angular steering position is determined by the steering angle a formed between the plane B of the wheel 14 and the longitudinal axis A of the vehicle. In the neutral reference position, the steering angle a of the rear wheel 14 is equal to zero. The extreme steering position of the rear wheel 14 corresponds, for example, to a steering angle of 3.5.

(14) The vehicle 10 also comprises an electric steering actuator 18 which controls the steering angle of each rear wheel 14. The actuator 18 simultaneously controls the pivoting of the two rear wheels 14. The pivoting of the rear wheels 14 is controlled solely by the actuator 18.

(15) In this case, the actuator 18 consists of an electric linear actuator.

(16) The actuator 18 is controlled by an electronic control unit 20 on the basis of operating parameters of the vehicle. The vehicle comprises, notably, a sensor 22 of the speed of advance of the vehicle and a sensor 24 which measures the angle of rotation of the steering wheel 16. These two sensors 22, 24 send a signal representative of their respective measurements to the electronic control unit 20. Thus the electronic control unit 20 establishes a steering instruction for the rear wheels 14, notably on the basis of the measured speed of the vehicle and the measured angle of rotation of the steering wheel 16.

(17) The vehicle 10 also comprises a sensor 26 of the position of the actuator 18, which enables the electronic control unit 20 to know the angular steering position of the rear wheels 14 at any moment.

(18) The vehicle 10 also comprises means for determining the temperature of the actuator 18. In this case, these means are a temperature sensor 28 which directly measures the temperature T of the actuator 18, or at least a temperature representative of the temperature of some thermally vulnerable elements.

(19) This temperature T is communicated to the electronic control unit 20 in order to apply a method of protecting the actuator 18 in case of an excessively high temperature T. This method is also known under the English name of the derating method.

(20) FIGS. 2A and 2B show this method applied according to the prior art.

(21) The method comprises a step of total deactivation of the actuator 18 if the temperature T of the actuator is greater than or equal to a predetermined alarm threshold T1.

(22) As shown in FIG. 2A, between the instants t1 and t2 the temperature of the actuator 18 is below the alarm threshold T1. The actuator 18 is therefore free to make the steering angle of the rear wheels 14 vary to comply with the steering instruction.

(23) If the temperature exceeds the alarm threshold T1, as shown after the instant t1, the actuator 18 is deactivated regardless of the angular steering position of the rear wheels 14. In the example shown in FIG. 2B, the rear wheels 14 are locked in an angular steering position which is different from the neutral position.

(24) This situation persists until the temperature T of the actuator has fallen back below an operating threshold T2. The operating threshold T2 is below the alarm threshold T1. The actuator 18 is then reactivated to cause the rear wheels 14 to pivot toward their neutral position, as shown after the instant t2 in FIG. 2B.

(25) This prior art method enables the actuator 18 to be effectively protected. However, if the actuator 18 is deactivated while the rear wheels 14 are not occupying their neutral position, the vehicle may still advance in a crabwise manner, with its rear wheels remaining steered into a position which is not optimal for driving safety.

(26) To overcome this problem, the invention proposes a method of controlling the actuator 18 which is simple to apply and does not require any modification of the vehicle relative to the prior art method. The method according to the invention can be used to reduce the frequency of cases in which the rear wheels are locked in a position other than the neutral position.

(27) The method according to the invention will now be described with reference to FIGS. 3A, 3B and 4.

(28) The method comprises a first counter-steering step E1 which is initiated if the temperature T of the actuator 18 is greater than or equal to a specified prevention threshold T3. The prevention threshold T3 is below the alarm threshold T1 defined in the method described above. In this first step E1, the rear wheels 14 are moved toward their neutral or counter-steering position by the actuator. In this first step (E1), the counter-steering of the rear wheels 14 is carried out at a pivoting speed substantially below the pivoting speed in normal operation. Thus the counter-steering of the rear wheels is preferably carried out at a speed of about 1/s, instead of the speed of 10/s in normal operation, in order to return the rear wheels safely to the neutral position, while also avoiding a rise in the actuator temperature.

(29) The method comprises a step E2 of temporary deactivation of the actuator until the temperature T falls back to a level below an operating threshold T2. The operating threshold T2 is, evidently, below the prevention threshold T3. Step E2 must be initiated if the temperature exceeds the alarm threshold T1.

(30) The method comprises a step E4 of reactivating the actuator when the temperature T has fallen back to a level below the operating threshold after the deactivation step E2.

(31) The first step E1 is illustrated in FIGS. 3A and 3B between instants t1 and t2. It can be seen, notably, in FIG. 3B that the steering angle of the rear wheels 14 decreases.

(32) During driving, the temperature of the actuator 18 is communicated to the electronic control unit by the temperature sensor 18. If this exceeds the prevention threshold T3, the electronic unit starts step E1 and ceases to take the rear wheel steering requests into account. In other words, in step E1, the counter-steering order sent by the electronic control unit takes priority over any other steering instruction, regardless of the running conditions.

(33) Advantageously, step E2 is initiated as soon as the rear wheels (14) reach their neutral position, even if the temperature T of the actuator 18 does not reach the alarm threshold T1. Thus the temperature of the actuator 18 is able to fall back below the operating threshold T2. Any inconvenience for the driver is less noticeable because the counter-steering takes place at a lower speed and, since the rear wheels remain in their neutral position, the operation of the vehicle is little affected.

(34) If the temperature T has actually fallen back below the operating threshold T2, the actuator 18 is reactivated in a final reactivation step E4, after which the method is repeated.

(35) However, if the rear wheel 14 has not returned to its neutral position when the temperature T reaches or exceeds the alarm threshold T1, the counter-steering step E1 is interrupted and the step E2 of deactivating the actuator is initiated, the rear wheels then being locked in their last angular steering position. This situation is illustrated in FIG. 3B, between instants t2 and t3.

(36) Driver alarm and information means are then activated. These means are, for example, signaling means for warning the driver that the rear wheels 14 are locked in their steering position, and that driving may be temporarily degraded. The driver may, if necessary, decide to reduce speed or stop the vehicle.

(37) Step E4 of reactivating the actuator 18 is initiated immediately after the deactivation step E2 if the actuator temperature T has fallen back below the operating threshold T2. The rear wheels 14 are then still locked in their last steering position.

(38) Simultaneously with the final step E4, a third step E3 of returning the rear wheels 14 to the neutral position is initiated. During this third step E3, the rear wheels 14 are moved toward their neutral position. This third step E3 is illustrated in FIG. 3B, between instants t3 and t4.

(39) Thus this method enables the rear wheels 14 to be returned toward their neutral position before the actuator is deactivated.

(40) Depending on the adjustment of the prevention threshold T3, the rear wheels 14 may return to their neutral position when their steering angle is less than a limit angle allowing the return to zero.

(41) Even when the method does not enable the rear wheels 14 to be returned to their neutral position, their steering angle is still substantially reduced. Thus the rear wheels 14 can no longer be locked in their extreme steering position. This can facilitate the operation of the vehicle 10 by the driver when the running conditions do not allow the vehicle to be immobilized immediately.

(42) Moreover, the application of this method according to the invention is inexpensive, since it does not require the addition of any supplementary equipment to the vehicle relative to the prior art method.