DE10216247A1 - Method for designing a control unit for a master/slave vehicle steering system, uses bidirectional control with its dynamic ratio as equivalent as possible to that of a preset reference system. - Google Patents

Abstract

A device includes a linear manual steering part (100), a steering operation device/steering wheel (102), a steering rack (110a), a track rod (110b) and a non-linear support part (200). A mathematical model is set up in advance for the dynamic behavior of a reference system. Using this model and feedback signals set in advance determines the structure and parameters of a control unit. Independent claims are also included for the following: (a) A bidirectional control unit for a master/slave system; (b) and for a steer-by-wire system with a kinesthetic coupling between a steering operational device for controlling steering behavior through a user with sensors and effective forces/torque regarding angle.

Description

The invention relates generally to a method for systematic controller design for master / slave arrangements with force feedback, in particular on the application of this principle in the area of steer-by- Wire (SbW) steering systems in the automotive industry.

Systems with kinesthetic coupling ("Master / Slave" systems), also called force feedback systems, enable the coupling of an operator device (the input device or master) with an executing device (slave). This coupling is designed as a control coupling, so that this, such. B. with a mechanical connection, energy can be exchanged between the operator and environment subsystems via the master / slave system. In order to enable regulated energy exchange, the system components (master and slave) are coupled with a bidirectional control loop, whereby information technology technologies are used to transmit the signals exchanged between the two subsystems (operator master and slave environment) (see also Fig . 9 and 10). In this context, it can be required, for example, that the dynamic properties of the coupling between operator and environment correspond to that of a reference system. This requires a systematic approach to the design of the bidirectional control loop, which is also the subject of the invention.

Systems with kinesthetic coupling have their origin in handling technology for radioactive material. there an operator could with a manipulator arm control unit (Master) from outside in a closed cell operate another manipulator (slave). The coupling took place initially mechanically. From the mid-1950s, the mechanical by using an electrical coupling replaced by servomotors in the operating and executing device. An overview of the developments of these so-called Teleoperators are described, for example, in T. B. Sheridan, "Telerobotics, Automation, and Human Supervisory Control" (The MIT Press, 1992).

• - Distanz (z. B. bei der Steuerung von Satellitensystemen im Weltraum von der Erde aus oder in der Telemedizin, z. B. Telediagnostik und -therapie),
• - Materie (z. B. Trennung der Fahrerkabine und des Fahrwerks von Kraftfahrzeugen durch Ersetzen der mechanischen Lenksäule durch elektrische Signale und Aktuatoren bei Lenksystemen in der Automobiltechnik, oder in der minimal invasiven Chirurgie)
• - Skalierung (z. B. im Bereich der Mikromontage, der Chirurgie oder bei der Handhabung von großen Objekten mit Hilfe sogenannter Extendersysteme) oder
• - beliebige mögliche Kombinationen hiervon, wie in dem Artikel "Advances in Interactive Multimodal Telepresence Systems" (Workshop Proceedings, Technical University of Munich, Institute of Automatic Control Engineering, March 29-30, 2001, ISBN 3-00-007586-0) von G. Färber und J. Hoogen beschrieben.

New applications of this technology can be found under the keyword "telepresence" in the areas of space, aviation, medical, automotive and microsystem technology. Telepresence refers to overcoming the following barriers in a wide variety of areas:

• - Distance (e.g. when controlling satellite systems in space from Earth or in telemedicine, e.g. telediagnostics and therapy),
• - Matter (e.g. separation of driver's cab and chassis from motor vehicles by replacing the mechanical steering column with electrical signals and actuators in steering systems in automotive engineering or in minimally invasive surgery)
• - Scaling (e.g. in the field of micro assembly, surgery or when handling large objects with the help of so-called extender systems) or
• - Any possible combinations thereof, as in the article "Advances in Interactive Multimodal Telepresence Systems" (Workshop Proceedings, Technical University of Munich, Institute of Automatic Control Engineering, March 29-30, 2001, ISBN 3-00-007586-0) by G. Farber and J. Hoogen.

So-called enable in aviation and automotive technology "X-by-wire" systems (including fly-by-wire, drive-by-wire and steer-by-wire systems) the mechatronization of Airplanes and vehicles. Thereby conventional mechanical or hydraulic systems (such as steering, Brake and accelerator pedal) gradually through distributed Electromechanically controllable systems replaced, which via real-time capable data buses - e.g. B. Controller Area Network (CAN) buses in connection with Time-Triggered Protocol (TTP) - Networking - be coupled. This enables one gradual introduction of driver assistance systems for Improve human-machine interaction to increase Driving safety and comfort with a potential increase the degree of autonomy as described in E. A. Bretz, "By-Wire Cars: Turn the Corner "(IEEE Spectrum, April 2001).

A system with kinesthetic coupling can be modeled as an electrical four-pole network. Analogous to the time-dependent variables of an electrical four-pole system, the voltage vector u (t) and the current vector i (t), the variables of the mechanical system are the force vector ≙ (t) and the speed vector ≙ (t). The input side of the four-pole is connected to the operator, the output side to the environment of the executing device. The operator, the operating and executing system and the environment are assumed to be a linear or non-linear model with concentrated parameters. Depending on the choice of the independent variables, such a four-pole is modeled as an impedance matrix ≙, admittance matrix ≙ or as a hybrid matrix ≙, cf. B. Hannaford, "A Design Framework for Teleoperators with Kinesthetic Feedback" (IEEE Trans. On Robotics and Automation, pp. 426-434, 1989).

• a) Gleichheit der Positionen für Master und Slave,
• b) Gleichheit der Kräfte für Master und Slave,
• c) Gleichheit von Positionen und Kräften für Master und Slave.

Force and / or bidirectional position, speed and possibly acceleration feedback can be used to implement three different qualities of transmission, which are also referred to in the relevant literature as "ideal responses", such as in Y. Yokokohji and T. Yoshikawa, "Bilateral Control of Master-Slave Manipulators for Ideal Kinesthetic Coupling" (in IEEE Int. Conf. On Robotics and Automation, 1992) and "Bilateral Control of Master-Slave Manipulators for Ideal Kinesthetic Coupling - Formulation and Experiment" (IEEE Trans. On Robotics and Automation, pp. 605-620, 1994):

• a) Equality of positions for master and slave,
• b) Equality of forces for master and slave,
• c) Equality of positions and forces for master and slave.

• a) bidirektionale Positionsrückführung,
• b) bidirektionale Kraftrückführung und
• c) bidirektionale Positions- und Kraftrückführung.

The equality of positions and forces is also called "transparency" in robotics. In this context, ideal transparency means that the operator of the input device (of the master robot) perceives all haptic information as if he were acting instead of the executing device (i.e. instead of the slave robot). In order to realize the three different qualities of transmission a) -c), the following returns are assumed:

• a) bidirectional position feedback,
• b) bidirectional force feedback and
• c) bidirectional position and force feedback.

Exists between the positions or forces at Master and Slave a dynamic relationship, e.g. B. due to involved inertias, elasticities etc. of master and Slave robots, this is how one speaks of a master / slave system with intervening dynamics ("Intervening Dynamics "). Because of this, it is difficult in practice to if not impossible, a perfect dynamic Realizing transparency. Both conventional as well SbW steering systems can be used as master / slave systems with one Degree of freedom and dynamic in between interpreted become. In this context, transparency would mean that the driver of every little bump in the road feels on the steering wheel. This is not desirable, which is why Low pass filtering of the signals, as is the case with conventional Steering is mechanically realized, is definitely aimed for. The goal here is no longer the equality of positions and / or forces but the realization of a certain one intermediate dynamics. There may also be the Need to differentiate forces and positions scale. The exact static and dynamic connection between the forces and positions on the steering wheel and tie rod largely determine the steering feel, which of Automobile manufacturers or suppliers of steering systems with special attention is coordinated. For the Realizing an SbW steering system is therefore of great importance Importance, the intermediate dynamics in a more suitable manner Way to design.

For example, the scaling of forces and positions also for minimally invasive surgery for implementation highly precise interventions required.

• - In der Fahrzeugindustrie zeichnet sich in den nächsten Jahren die Einführung von Steer-by-Wire-Lenksystemen ab, wobei der gesamte Lenkwinkel von einem bzw. mehreren Lenkmotoren gestellt wird. Die bis dato vom Gesetzgeber vorgeschriebene mechanische Verbindung zwischen Lenkrad und Vorderrädern wird unterbrochen und durch ein elektrisches Signal ersetzt.
• - Für die regelungstechnische Realisierung von Steer-by-Wire- Lenksystemen wird neben dem/den Lenkaktuator(en) eine zweite Stelleinrichtung, ein kraftreflektierendes Lenkrad oder eine Lenkbetätigungseinrichtung (ein sogenannter "Sidestick") benötigt, über die zum einen der Fahrer seine Lenkeingabe tätigt und die zum anderen dem Fahrer durch haptische Rückkopplung das notwendige Lenkgefühl vermittelt.

Since one exemplary embodiment of the underlying invention relates to the use of steer-by-wire (SbW) steering systems in the motor vehicle sector, the central aspects and concepts of SbW steering systems will be briefly discussed below.

• - In the next few years, the introduction of steer-by-wire steering systems will become apparent in the automotive industry, with the entire steering angle being provided by one or more steering motors. The mechanical connection between the steering wheel and the front wheels, which was previously prescribed by law, is interrupted and replaced by an electrical signal.
• - In order to implement steer-by-wire steering systems in terms of control technology, in addition to the steering actuator (s), a second actuating device, a force-reflecting steering wheel or a steering actuation device (a so-called "sidestick") is required, via which the driver makes his steering input and on the other hand gives the driver the necessary steering feel through haptic feedback.

• - die Äquivalenz zwischen SbW-System und dem Referenzsystem und
• - die robuste Stabilität des SbW-Gesamtsystems, welches das SbW-Lenksystem, die Fahrerimpedanz und die Fahrzeugimpedanz umfasst. Aufgrund variierender oder unsicherer Betriebsbedingungen (z. B. Fahrgeschwindigkeit, Beladung, Straßenzustand) und der variierenden Biomechanik des Fahrers (z. B. Fahrer hält Lenkrad verschieden stark fest) müssen Fahrer und Fahrzeugimpedanz für den regelungstechnischen Entwurf innerhalb gewisser Grenzen als unsicher angenommen werden.

The aim of the SbW controller design is initially to transfer the dynamic and static properties of conventional steering to the SbW system. This means that the dynamics in between, ie the dynamics between the steering wheel and the front wheel, should correspond in both directions with regard to positions and forces to conventional (servo) steering. Accordingly, the two basic requirements for the control engineering design of an SbW system

• - the equivalence between the SbW system and the reference system and
• - The robust stability of the SbW overall system, which includes the SbW steering system, the driver impedance and the vehicle impedance. Due to varying or unsafe operating conditions (e.g. driving speed, loading, road conditions) and the varying biomechanics of the driver (e.g. driver holds steering wheel to different degrees), the driver and vehicle impedance for the control engineering design must be assumed to be unsafe within certain limits.

In theory, servo steering can be divided into a manual (in a first approximation) linear steering component and a non-linear support component. The dynamics of the power steering can thus be described by


in which
φ _HW [°] the steering wheel angle,
F _{a, PS} [N] the target value of the steering assist force,
F _Reaction [N] the sum of the forces that the toggle levers lift onto the tie rods,
P _ij linear transfer functions,
T _HW [Nm] the steering wheel torque and
x _Rack [m] denotes the tie rod position.

The setpoint of the support force

F _{a, PS} = F _{a, PS} (≙ _HW , T _TS , v) (2)

is either the output of the power steering control unit, or it corresponds to the non-linear characteristic of the hydraulic control valve. The force F _{a, PS} is a non-linear function that depends on the steering wheel angular velocity ≙ _HW , the steering column torque T _TS (measured on a torsion bar, for example) and the driving speed v.

The following sections outline the most important aspects and concepts of conventional systems with kinesthetic Coupling ("Master-Slave Force Feedback Systems") and conventional steering with electromechanical or hydraulic power steering according to the state of the Technology can be summarized.

When implementing the master / slave Systems with force feedback generally assume a fixed controller structure. The controller parameters are set so that the Entire system Operator-master-controller-slave environment robust is stable (with uncertain or varying operator and Ambient impedance) and that the transparency is as good as possible is. For master / slave force feedback systems mainly based on linear controller structures.

Steering with hydraulic power steering (HPS) are State of the art and already in a large part of the Market installed vehicles installed. Besides exist innovative steering systems with electromechanical Power steering (EPS), cf. P. Dominke and G. Ruck, "Electric Power Steering - the first step on the way to "Steer By Wire" "(SAE, No. 1999-01-0401, 1999) distinguished between "Column-Type", "Pinion-Type", "Double- Pinion-Type "and" Rack-Type "EPS.

HPS and EPS steering systems represent the state of the art in terms of dynamic behavior and steering feel. EPS systems and additional steering systems are used Technology preparation for SbW, e.g. B. regarding Actuators, sensors, CAN bus and vehicle electrical system connection. SBW Steering systems and the use of steering and "force feedback" - Actuators are detailed in the relevant literature described.

The application of master / slave control strategies to SbW Steering systems is summarized in particular in the below shown US Patent 6,176,341 B1 and in the three Articles "Human-Friendly Control Design for Drive-by-Wire- Steering Vehicles "(in Proc. 3rd IFAC Workshop at Advances in Automotive Control, Karlsruhe, 2001) by C. Canudas-De-Wit and P. Billot, "Control Design for an Electro Power Steering System. Part I: The Reference Model "(in Proc. European Control Conference, Porto, Portugal, pp. 3611 to 3616, 2001) by C. Canudas-De-Wit, S. Guegan and A. Richard and "Control Design for an Electro Power Steering System. Part II: The Control Design "(in Proc. European Control Conference, Porto, Portugal, pp. 3617 to 3623, 2001) by C. Canudas-De-Wit, S. Guegan and A. Richard described.

Some publications are mentioned below and are described in summary, in which steering systems according to the prior art are disclosed by technical Relevance for the approach of the underlying Are invention.

That described in the published patent application DE 100 40 870 A1 Steering system for a motor vehicle has a steering linkage Steering wheel connected to a control hydraulic motor and a control hydraulic cylinder, which is connected to the control Hydraulic motor connected by a control hydraulic circuit is on.

The published patent application DE 100 39 170 A1 relates to a Steering system for a motor vehicle using a steering linkage and two control units, which together the Steering linkage can adjust, with each actuator one Control electronics, a servomotor and a position sensor contains to record the current position of the servomotor.

In the published patent application DE 199 12 169 A1 a SbW Steering system for motor vehicles described, which consists of a electronically controlled electromotive steering actuator, the on the steering gear of the front axle or on both Front wheels is attached to an electronic steering control and a feedback actuator unit.

In addition, in US Pat. No. 6,176,341 B1 an SbW Steering system for a motor vehicle, which a Force feedback from the wheels of the vehicle to that of the Driver's hand provides steering wheel to be operated which enables the driver to take control of the Vehicle impedance due to steering resistance in the usual way Way to feel.

In the US patent 6,285,936 B1 a steering system for Motor vehicles disclosed that both in a normal mode can be operated in that to control the vehicle Steering wheel to be operated by the driver and the wheels of the vehicle are connected to a control system, as even in an exception mode, where command variable (the Steering wheel steering angle) and controlled variable (the steering angle of the wheels) about a regulation and control system with positive Feedback (positive feedback) are interconnected.

In addition, published patent application DE 100 15 050 A1 from a device for actuating a SbW steering drive for a motor vehicle talk about two over one Control arrangement has actuators which can be controlled by the driver, that act on an actuator.

The one described in the published patent application DE 199 35 073 A1 The invention relates to a motor vehicle steering system with one of a handling device to be operated by an operator (e.g. a steering wheel) and an associated one Setpoint generator, with one evaluating the setpoint generator electronic control and at least one electrical Servomotor for a wheel angle actuator, which is set up depending on the electronic Control in a known manner to provide steering functions and, if necessary, autonomously and independently of an operator to perform a steering operation.

The disclosed in published patent application DE 198 34 868 A1 Invention is based on a steering wheel actuator SbW application in motor vehicles from one to one Steering wheel shaft attacking and this with a torque acting electric servomotor and at least one has the first angle sensor detecting the steering wheel angle. The one described in the published patent application DE 198 34 870 A1 Invention relates to a fault tolerant electromechanical SbW steering actuator for motor vehicles, the equipped with an electronic control system is. This generates the steering signals for an electric one Actuator, which on a gear on a Steering control element of a rack and pinion steering attacks.

A method which provides the driver of a road vehicle with helpful steering assistance is described in German Patent DE 196 50 691 C2. In this method, a yaw rate r [rad / s] around the vertical axis is measured by means of a yaw rate sensor, a driving speed v _x [m / s] is determined via ABS sensors and an acceleration a _x [m / s ² ] in the direction of travel (i.e. in x direction) measured using an accelerometer.

In the German patent DE 42 06 654 C2 a Method for steering a road vehicle with front and Rear wheel steering described, in which by a integrating feedback of a measured Yaw rate signal to the front wheel steering Yaw movement from the lateral movement of the front axle is decoupled, eliminating the problem of steering in two sub-problems to be solved separately, namely in lateral tracking of the front axle by a signal, that a driver creates with the steering wheel, and an automatic one Regulation of the yaw movement.

Comparable to that in the German patent DE 42 06 654 C2 The procedure disclosed is also in German Patent DE 40 28 320 C2 is of a method for Steering a road vehicle with front and Rear wheel steering speech, which is characterized is that through an integrative repatriation of a measured yaw rate signal to the Front wheel steering the yaw movement from the lateral movement of the Front axle is decoupled, which eliminates the problem of steering falls into two separate problems to be solved, namely in lateral tracking of the front axle by a signal, that a driver creates with the steering wheel, as well as into one automatic control of the yaw movement.

A similar method of using a road vehicle Front wheel steering is in German patent DE 43 07 420 C1 described.

In the German patent DE 199 18 597 C2 a Process for reducing the risk of tipping of road vehicles described.

In the published patent application DE 197 50 585 A1 there is an actuator to correct one over the steering wheel to one of the wheels Steered vehicle axis entered steering angle disclosed.

PROBLEMS OF CONVENTIONAL SOLUTIONS ACCORDING TO THE PRIOR ART

In the prior art, there are no procedures for Control engineering design of SbW or master / slave Systems indicated that a systematic design of a Control system for realizing a certain enable the desired kinesthetic coupling. The The structure of the controller must be dated for all known approaches Design engineer. A systematic Procedure to determine the behavior of a given Transfer reference system to a master / slave system, does not exist. In particular, there is none systematic process to control the steering feeling conventional steering towards a steer-by-wire system transfer.

OBJECT OF THE PRESENT INVENTION

Based on the above mentioned state of the art the present invention the task provide control engineering process, which it allows to systematically use a system with to design kinesthetic coupling so that the dynamic Behavior of a given wish or reference system (e.g. the dynamic behavior of a conventional one Steering).

Basically, one can almost for the reference system any dynamics can be selected.

• - variierender bzw. unsicherer biomechanischer Dynamik der Fahrerhand ("Fahrer-Impedanz"). Der Fahrer hält das Lenkrad lose oder fest und kann deswegen als variierende bzw. unsichere Impedanz aufgefasst werden.
• - unsicherer Dynamik des Fahrzeugs und des Reifen/Fahrbahn- Kontakts (zusammengefasst zur "Fahrzeug-Impedanz"). Die Fahrdynamik und damit die Fahrzeug-Impedanz hängt wesentlich von der Fahrgeschwindigkeit, der Beladung und vom Straßenzustand ab.

A large number of further aspects must be taken into account when designing an SbW steering system. First, it must be ensured that the SbW overall system is robustly stable, ie stable at

• - Varying or uncertain biomechanical dynamics of the driver's hand ("driver impedance"). The driver holds the steering wheel loosely or firmly and can therefore be regarded as a varying or unsafe impedance.
• - uncertain dynamics of the vehicle and the tire / road contact (summarized to "vehicle impedance"). The driving dynamics and thus the vehicle impedance essentially depends on the driving speed, the load and the condition of the road.

From this and from the consideration of the modeling neglected dynamics as well as from the suppression of Disturbance influences and measurement noise result essential robustness requirements for SbW steering systems, which are fulfilled in addition to the requirement of equivalence have to.

This object is achieved by the features of independent claims solved. advantageous Embodiments that further the idea of the invention are defined in the dependent claims.

SUMMARY OF THE PRESENT INVENTION

The underlying invention discloses, according to the task defined in the previous section efficient procedure for the implementation of controller structures for Master / slave arrangements with kinesthetic Force feedback, which is advantageous especially in the area of steer-by-wire (SbW) steering systems can be used in automotive engineering. The proposed control engineering processes can be directly to the systems described above as an example kinesthetic coupling (e.g. drive-by-wire, fly-by-wire, Telemanipulation, etc.) transmitted. With regard to steer-by- Wire (SbW) steering systems can be the method according to the invention advantageously with those in the above Patents DE 196 50 691 C2, DE 42 06 654 C2, DE 40 28 320 C2, DE 43 07 420 C1 and DE 199 18 597 C2 disclosed Procedure for driving dynamics control via active steering be combined.

A system with kinesthetic coupling (master-slave system) consists of the operator panel (master) and an executing unit (slave). The bidirectional coupling can take place with respect to the possible Cartesian degrees of freedom (x, y, z) and / or with regard to the degrees of joint freedom (φ _x , φ _y , φ _z ) about the x, y and z axes. Suitable sensors and / or algorithms for estimating and observing individual signals and / or parameters are required to record the position and orientation and / or record the forces and moments. For this purpose, the controller is implemented on a computer.

While in the prior art for general master / slave Systems with fixed controller structures are adopted, it is a feature of the present invention that the basic controller structure from the task results. The task is one to one given reference system equivalent dynamic Behavior of the master / slave system. The The reference system can be a real existing system which is suitable for the handling task has highlighted, or one by simple parameters described system, its parameters and possibly its Structure of the operators via a user interface pretends. The dynamic behavior of the reference system can also depending on one or more parameters be accepted.

• - ein einfaches mechanischen Ersatzmodell, z. B. ein serielles und/oder paralleles Masse-Feder-Dämpfersystem,
• - eine Teilmenge dieser Parameter
• - oder eine Kombination dieser Parameter zu einem neuen Parameter (z. B. Anstiegszeit des Systems), welcher die Übertragungsdynamik spezifiziert.

A simple structure of a reference system can be, for example, the following:

• - A simple mechanical replacement model, e.g. B. a serial and / or parallel mass-spring damper system,
• - a subset of these parameters
• - or a combination of these parameters to form a new parameter (e.g. rise time of the system), which specifies the transmission dynamics.

The user can then choose the structure of the Reference system the parameterization of the desired Transmission behavior via a user interface specify, e.g. B. through a graphical user interface with sliders. If the Parameters, for example by moving a parameter then the bidirectional controller with that of the invention the underlying method is recalculated.

The reference system is divided into a manual part and divided a support share. For both subsystems a mathematical model must be made available which describes the dynamic behavior. For the mathematical description of the manual subsystem comes for this a physical model or an experimental one determined input / output model (frequency responses) in Question. The physical model is, for example, by Transfer functions in the Laplace area described that Input / output model through frequency responses, which in the associated Bode diagrams with their amplitude and Phase courses are shown. The support share can be done by interconnecting individual linear and represent nonlinear system components. Preferably are the nonlinear system parts by a nonlinear physical model or by a experimentally determined non-linear map described.

The support share enables operating point dependent (e.g. work space and / or speed-dependent) scaling of the master / slave Dynamics, e.g. B. the compensation of weight forces.

The inventive method sees a bidirectional Feedback of positions and / or forces via a bidirectional control system.

Analogous to the reference system, the master / slave system, consisting of master, slave and bidirectional Control system, conceptually in two subsystems divided, a subsystem by means of which the manual Coupling should be realized (preferably more linear Portion) and a subsystem for the representation of the moment and / or force support (preferably non-linear Proportion of).

The portion that realizes the manual coupling (M) and the the support realizing portion (U) of the bidirectional control systems are designed separately. For the interpretation of (M) a generic one is used first Multi-size controller structure that is a bidirectional Feedback of positions and / or forces implies accepted. The controller structure is used as a transmission matrix, d. H. as a matrix of transfer functions. The model equations of M are compared with those of the linear one Share of the reference system equated and algebraic resolved according to the individual controller transfer functions.

This provides the structure and parameterization of the linear Master-slave control. For the non-linear part, a unidirectional feedback of position and / or force accepted the slave and / or the master. It can be done directly the nonlinear model or map that the describes the nonlinear part of the reference system in which Feedback for U can be used.

For the realization of the kinesthetic coupling is additional hardware required, a force reflecting Input device (master) that gives the operator the haptic Provides feedback and the executing device (slave) to the does the work in the area.

The resulting bidirectional controller is thereby characterized that this the dynamics of the master and the Can compensate slaves and additionally the specified one Dynamics of the reference system. With sufficient faster master and slave dynamics, d. H. with sufficient wide bandwidths of the drives, can compensate for this to be dispensed with. Through additional low pass filtering the controller may be made causal.

Is a very high dynamic for the reference system assumed, due to manipulated variable restrictions and / or bandwidth limitation of the drives, under certain circumstances the equivalence of master and slave is determined physically cannot be reached.

Other restrictions that affect equivalence result from restrictions regarding data transmission (Data bus clock rates, sampling rates, discretization), the Sensor technology (resolution, quantization effects, sensor dynamics, Filter) and / or due to dead times.

The resulting controller must still be robust Stability against command value restrictions if necessary checked and to the practical requirements mentioned above be adjusted.

BRIEF DESCRIPTION OF THE DRAWINGS

Other properties, characteristics, advantages and applications of the underlying invention result from the subordinate dependent claims as well as from the following Description of the preferred embodiments of the Invention, which are shown in the following drawings. Show here:

Fig. 1 is a simplified 3D overview diagram illustrating the manual steering portion of a steer-by-wire (SbW) -Lenksystems with kinesthetic feedback according to one embodiment of the underlying invention for a conventional rack and pinion steering,

Fig. 2 is a simplified 3D overview diagram illustrating the steering assist component of the inventive steer-by-wire (SbW) -Lenksystems with kinesthetic feedback for a conventional rack and pinion steering,

Fig. 3 is a three-dimensional diagram illustrating the static steering assistance characteristic of an exemplary electro-mechanical power steering system according to the prior art, wherein the amount for the set value of the steering assist force ≙ _a [N] to the amount of the travel speed vector ≙ [km / h] and the amount of the steering column torque ≙ _TS [Nm] is plotted,

Fig. 4, four Bode diagrams illustrating the amplitude and phase responses for an ideal regulator (gray) and the deployable controller (black dashed lines) according to one embodiment of the invention,

Fig. 5 four Bode diagrams for comparing the amplitude and phase characteristics of the impedance transfer functions for an exemplary electromechanical power steering (EPS, gray) according to the prior art with those of a steer-by-wire steering (SbW, dashed black ), which has the control system according to the invention,

Fig. 6 shows four timing charts for comparison of the simulation results for the amount of the steering wheel torque ≙ _HW [Nm], the amount of reaction force ≙ _Reaction [N], which is transmitted by the tie rod on the rack, the steering wheel steering angle φ _HW [°] and the amount the tie rod position ≙ _rack [mm] of an electromechanical power steering (EPS, gray) according to the state of the art and for a steer-by-wire steering (SbW, dashed black), which has the control system according to the invention, at a driving speed of v = 200 km / h and a coefficient of adhesion of µ = 1 (rubber on asphalt on dry roads),

Fig. 7, four timing charts for comparison of the simulation results for the amount of the steering wheel torque ≙ _HW [Nm], the amount of reaction force ≙ _Reaction [N], which is transmitted by the tie rod on the rack, the steering wheel steering angle φ _HW [°] and the amount the tie rod position ≙ _rack [mm] of an electromechanical power steering (EPS, gray) according to the prior art and for a steer-by-wire steering (SbW, dashed black), which has the control system according to the invention, at a driving speed of v = 20 km / h and a frictional coefficient of µ = 0.2 (rubber on ice with icy wet slippery road surface) and

Fig. 8 is a block diagram illustrating the controlled system for a steer-by-wire (SbW) system according to an embodiment of the underlying invention, the blocks of which by the effective signals speed (, _D , ≙ _SWA , ≙ _FWA or ≙ _VD ) and force (≙ _D , ≙ _SWA , ≙ _FWA and ≙ _VD ) are connected.

Fig. 9 is a block diagram illustrating the reference system for defining the desired transmission behavior between an operator and the environment.

Fig. 10 is a block diagram of a master-slave system, which blocks are bonded together by means of effective physical parameters of illustration.

DETAILED DESCRIPTION OF THE INVENTION

The functions of the assemblies contained in an exemplary embodiment of the present invention, as illustrated in FIGS. 1, 2 and 8, are described in more detail below. The meaning of the symbols provided with reference symbols in FIGS. 1 to 8 can be found in the attached list of reference symbols.

The steer-by-wire system 804 according to the invention consists of a steering actuation device 102 (for example a steering wheel, a joystick or a sidestick), an actuator 804 a / c for the force feedback ("Steering Wheel Actuator", SWA 804 a) and an actuator 804 a / c, which sets the front wheel steering angle ("Front Wheel Actuator", FWA 804 c). In addition, sensors for detecting the positions (steering wheel steering angle, front wheel steering angle or tie rod position) and / or for detecting the signals representative of the forces or moments that occur (hand force or torque, tie rod force) are required. The SbW controller 804 b is implemented on a microcontroller. For "fail safe" considerations it may be necessary to design sensors and actuators redundantly.

In the prior art, fixed control structures are assumed for steer-by-wire systems with force feedback. A feature of the present invention is that the controller structure 804 b results from the task. In principle, the reference system can be any. The reference system can be purely manual steering (MS), hydraulic steering (HPS) or electromechanical power steering (EPS). The dynamic behavior of the reference system can also be adopted according to that of an MS, HPS or EPS with variable steering ratio, which, for. B. is adapted to driving speed and / or steering wheel angle. In addition, the invention can also be combined well with a driving dynamics control based on active steering for yaw stabilization and / or avoidance of tipping.

The reference system is divided into two subsystems, a manual part 100 (M), which in this case is approximately linear, and a part 200 (U), which assists the steering force in this case, is assumed to be non-linear. A mathematical model describing the dynamic behavior must be provided for both subsystems. For the mathematical description of the linear subsystem, a physical model or an experimentally determined input / output model (frequency responses) of manual steering or the manual part of hydraulic or electromechanical servo steering can be used. The physical model is described, for example, by transfer functions in the Laplace area, the input / output model by frequency responses, which can be represented in the associated Bode diagrams by their amplitude and phase responses.

The non-linear support component 200 (U) can be represented by connecting linear and non-linear system components in parallel or in series. The nonlinear subsystem can preferably be described by a nonlinear physical model or by an experimentally determined nonlinear map, the linear system component by a physically motivated model or by experimentally determined frequency responses.

The method according to the invention sees one bidirectional feedback of positions and / or forces in front.

The linear component 100 and the non-linear component 200 of the steer-by-wire control system 804 b are designed separately. For the design of the linear portion 200 , a generic multivariable controller structure, which implies a bidirectional feedback of the positions and / or forces, is initially assumed. The controller structure 804 b is specified as a transfer matrix, ie as a matrix of transfer functions. The model equations of the linear part of the steer-by-wire system 804 are equated with those of the linear part 100 of the reference system and are solved algebraically according to the individual controller transfer functions. This provides the structure and parameterization of the linear steer-by-wire controller. A unidirectional feedback of position and / or force to the FWA 804 c is assumed for the non-linear portion 200 . The nonlinear model or characteristic diagram, which describes the nonlinear part of the reference system, can be used directly in the feedback.

The resulting linear SbW controller 804 b is characterized in that it can compensate for the dynamics 806 of SWA 804 a and FWA 804 c. However, the resulting ideal controller 804 b still has to be checked for robust stability and adapted to practical requirements.

For example, dynamic compensation of SWA 804 a and FWA 804 c can be dispensed with. The controller 804 b may have to be made causal by additional low-pass filtering.

The method can also be advantageously extended to SbW steering systems 804 with rear wheel steering.

Some figures are listed below. In Figs. 1 and 2 is shown schematically and greatly simplified an electromechanical steering system illustrated ( "Rack Drive EPS") can be divided which is notionally (linear in a first approximation) to a manual steering portion 100 and a (non-linear) steering assisting proportion 200th Fig. 3 shows a corresponding steering assistance characteristic 300, as they are typically assumed for purely stationary considerations for an EPS system.

Fig. 3 shows a typical static support characteristic curve 300 of an EPS system. For the manual steering system 100 without steering power assistance, the target value for the amount of steering assistance force F _{a, PS of} the steering system is zero. The remaining dynamics, which will hereinafter be referred to as "manual steering component", are assumed to be linear. The basis for the approach pursued here is the idea to now also divide the SbW system 804 into two subsystems 100 and 200 and to assign these parts to the manual and the supported part as follows:


in which
F _{a, SbW} [N] is the target value for the amount of the steering assist force ≙ _{a, SbW of} the SbW system,
F _Reaction [N] is the amount of the tie rod force ≙ _r for an electromechanical power steering according to the prior art, which is transmitted to the rack 110 a or the tie rod 110 b by the track levers,
S _{ij are} linear transfer functions,
T _HW [Nm] is the amount of steering wheel torque ≙ _{h of} an electromechanical power steering according to the prior art,
_Rack x [mm], the amount of the tie rod position _r ≙ an electro-mechanical power steering system according to the prior art, and
φ _HW [°] is the steering wheel steering angle of an electromechanical power steering according to the prior art.

Obviously, the equivalence of both systems can only be achieved if S _ij = P _ij and the same support power (F _{a, SbW} = F _{a, PS} ) is implemented. The equivalence of manual steering component 100 and steering force assist component 200 is therefore examined separately below.

The manual steering component of a power steering and the corresponding linear component 100 of the SbW steering system are exactly the same if S _ij = P _ij . However, due to practical restrictions, the goal cannot be achieved exactly. In order to prove that there is a certain degree of agreement, the equivalence of the two systems is assessed on the basis of the Bode frequency responses belonging to the P _ij and S _ij in terms of an H _∞ quality equivalence criterion. This criterion is based on scaled admittance matrices. The term "admittance" denotes the connection between force and speed. The admittance matrices of the linear steering components of the power steering and the SbW steering system are given by

Since there are different transmission ratios between the tire forces and the steering wheel torque applied by the driver or the steering wheel rotation angle and the tie rod position, the admittance matrices are scaled. For this reason, two constant scaling factors n _v and n _{f are} introduced below. The scaled admittance matrices are consequently through


given, where n _v and n _f are chosen such that the stationary reinforcements of all elements of ≙ _{PS, s} (s) are the same. A closer look leads to this

n _f = 1 / n _v = i _P ,

where i _{P is} the gear ratio between pinion 108 and rack 110 a.

In order to achieve a good match between the two systems, the SbW controller 804 b must be designed so that the H _∞ norm is the difference between the scaled admittance matrices


becomes as small as possible. Such specifications are typically used in the design of master / slave systems in the frequency domain. In the approach on which the invention is based, however, the usual H _∞ methodology is not used for the control engineering design. Rather, the linear controller 804 b is exactly determined by solving an algebraic system of equations. Since the implementation is necessarily associated with deviations from this theoretical controller, the quality criterion defined in formula (6) is used to assess the linear component 100 of the SbW system 804 .

The equivalence requirement for the non-linear support component can be fulfilled relatively easily. This requirement implies that F _{a, SbW} = F _{a, PS} and S ₂₃ = P ₂₃ must apply. If ≙ _{a, PS} is implemented on the control unit, as is the case with EPS systems, for example, the same algorithm can also be used for SbW. At SbW, the steering column torque ≙ _TS measured by the torsion bar in the EPS must be replaced by a virtual corresponding signal, which is generated using a suitable model. If the force ≙ _{a, PS is} generated mechanically, as is the case with hydraulic steering systems, a model of this system can be used in the SbW steering system 804 .

When designing the SbW control system 804 , it is necessary to consider not only the stability of the SbW control system 804, but also the interaction with the environment. Specifically, these are the driver impedance 802 , which is connected to the SbW system 804 via the steering wheel, and the vehicle impedance 806 , connected via the rack 110 a or the tie rod 110 b. The so-called "passivity theory" can be used to prove the stability of the entire system. For this purpose, results for general telemanipulation systems are transferred to SbW. A bilateral manipulation system consists of five interacting subsystems: the human operator, the master manipulator, the controller, the slave manipulator and the environment.

Analogously, an SbW system consists of the driver 802 , a force-reflecting steering wheel or steering wheel actuator 804 a ("Steering Wheel Actuator", SWA), the controller 804 b, a front wheel steering actuator 804 c ("Front Wheel Actuator") ", FWA) and the vehicle 806 , as shown in FIG. 8. The individual blocks 802 , 804 a-c and 806 are connected via the respectively effective signals speed and force. The passivity of the five subsystems is a sufficient, albeit conservative, condition for the robust stability of the overall system. Since the FWA 804 c and SWA 804 a are active elements, the three subsystems FWA 804 c, SWA 804 a and controller 804 b are first connected to a single system 804 . The passivity condition for the combined system 804 is less restrictive than the condition for simultaneous passivity of the three individual systems 804 a-c. In the following, the passivity considerations are carried out only for the linear steering component 100 of the SbW system.

• - ein detailliertes mathematisches Modell im Sinne von Differentialgleichungen mit physikalischen Parameter oder
• - eine mittels Identifikation bestimmte Matrix von Frequenzgängen.

Servo steering, whose dynamic behavior is to be transferred to SbW, can be specified by

• - a detailed mathematical model in the sense of differential equations with physical parameters or
• a matrix of frequency responses determined by means of identification.

According to formula (1), the inputs considered in both cases are the amount of steering wheel torque ≙ _HW [Nm] and the amount of reaction force ≙ _Reaction [N] on the rack 110 a and the tie rod 110 b. The outputs are the steering wheel steering angle φ _HW [°] and the amount of the tie rod position ≙ _rack [mm]. For linear considerations, the dynamics can be described by a 2 × 2 transmission matrix, whereby the following sign convention should apply: Positive values for the amount of steering wheel torque ≙ _HW or the reaction force ≙ _Reaction lead stationary to speeds ≙ _HW and ≙ _Rack with positive amounts. All elements of the admittance matrix ≙ _PS (s) thus become positive if s is zero.

The task of a steer-by-wire (SbW) controller 804 is to provide the setpoint torques for the front wheel steering actuator 804 c (i.e. the torque ≙ _{FWA, ref} ) and the steering wheel actuator 804 a (torque ≙ _{SWA, ref} ). The following SBW controller structure 804 b is proposed for this purpose:

In general, controller 804 b uses the dynamic feedback of all input variables (φ _HW , x _Rack , T _HW and F _Reaction ). In addition, a mental support force ≙ _a corresponding to the support characteristic of the electric or hydraulic power steering in formula (2) is used. For this, the torque ≙ _TS can be determined based on the model. In a first design step, an ideal SBW controller 804 b is calculated so that the controller transmission behavior represented by the formulas (1) and (3) are equivalent. It should be noted that the controller structure 804 b introduced in formula (7) has more degrees of freedom than necessary. It must also be taken into account that a smaller number of sensors is advantageous from an economic point of view. For this reason, a bidirectional position feedback is assumed below. Force and torque sensors are not used, ie it is

C ₁₃ = C ₁₄ = C ₂₃ = C ₂₄ = 0.

The support force ≙ _a only acts unidirectionally on the front wheel steering actuator, which is why C ₁₅ = 0.

• 1. C₁₁ vereinfacht sich signifikant, falls die Unterschiede in der Dynamik der Lenkräder von SbW und konventioneller Lenkung vernachlässigt werden können.
• 2. C₂₂ vereinfacht sich signifikant, falls das gleiche Lenkgetriebe für SbW und die konventionelle Lenkung verwendet wird.
• 3. C₂₂ vereinfacht darüber hinaus, falls der Aktuator für die Servo-Unterstützung als Vorderradlenkaktuator 804c bei SbW eingesetzt wird.
• 4. Weiterhin wird aus den ermittelten Reglergleichungen ersichtlich, dass bei SbW die entsprechende Aktuatordynamik (S_FWA,ref (s) und S_SWA,ref (s)) kompensiert werden muss. Falls die Aktuatoren 804a + c entsprechend leistungsfähig sind, d. h. eine hohe Bandbreite besitzen, kann auf die Kompensation verzichtet werden.
• 5. Gegebenenfalls müssen nicht-kausale Terme in C_ij durch eine entsprechende Erweiterung mit Tiefpassfiltern realisierbar gemacht werden.

If mathematical models of the SbW system 804 including FWA 804 c and SWA 804 a as well as the power steering are available as a reference system, these models can be used to derive an ideal SbW controller 804 b. The algebraic solution of all equations S _ij = P _ij leads to a unique solution for the controller 804 b. With this theoretical controller, the admittance matrices of SbW and servo steering exactly match, and the quality measure J in formula (6) reaches the ideal value zero. If the same algorithm in formula (7) as given by formula (2) is used to calculate the target value of the steering assist force ≙ _a , then the SbW and the servo steering also exactly match in the non-linear part 200 . For practical reasons, controller 804 b must be modified. Before this adjustment is made, it makes sense to make a few simplifications to the ideal SbW system 804 :

• 1. C ₁₁ is significantly simplified if the differences in the dynamics of the steering wheels from SbW and conventional steering can be neglected.
• 2. C ₂₂ is significantly simplified if the same steering gear is used for SbW and conventional steering.
• 3. C _{22 also} simplifies if the actuator for servo support is used as a front wheel steering actuator 804 c at SbW.
• 4. Furthermore, it can be seen from the determined controller equations that the corresponding actuator dynamics (S _{FWA, ref} (s) and S _{SWA, ref} (s)) must be compensated for at SbW. If the actuators 804 a + c are correspondingly powerful, ie have a high bandwidth, the compensation can be dispensed with.
• 5. If necessary, non-causal terms in C _ij must be made realizable by an appropriate extension with low-pass filters.

The ideal transfer functions for a special pair of PS-SbW are shown in gray in FIG. 4, their implementable approximation being dashed with the simplifications described above.

Frequency responses determined by identifying the power steering can also be used as a reference system for the SbW system 804 . The equations of the above equivalence condition S _ij = P _ij are solved for the controller transfer functions C _ij . The amplitude and phase of the controller transfer functions are each calculated for a frequency grid. An implementable (causal) controller 804 b can finally be determined by approximations in the frequency domain.

The linear component 100 , ie the manual steering component of the SbW system, is to be examined below. Fig. 5 shows the amplitude and phase responses of the individual elements of the admittance matrices ≙ _{PS, s} (s) and ≙ _{SbW, s} (s) according to formula (4) for a real EPS system (shown in gray) and that in its Transmission properties of this simulated SbW system 804 (shown in dashed lines). This shows a good agreement between the two systems. The increase in resonance exaggeration at SbW can be reduced by adding further filters to the 804 b controller.

Finally, the simulations carried out in connection with the method according to the invention and their results are to be described, as shown in FIGS. 6 and 7.

The analysis of the non-linear SbW system 804 , consisting of a linear manual steering component 100 and a non-linear support component 200 , is carried out according to an exemplary embodiment of the underlying invention with a vehicle dynamics model. Furthermore, non-linear FWA models 804 c and SWA models 804 a are used in the context of the approach according to the invention. A sinusoidal excitation of the steering wheel torque ≙ _HW with an amplitude of 3.2 Nm is selected for the simulations. The road was assumed to be dry (rolling friction µ = 1) and the driving speed v was 80 km / h. The results 600 shown in FIG. 6 show a very good agreement between SbW and EPS. Comparably good results can also be achieved for other driving speeds from the operating range of a road motor vehicle and under different road conditions. In contrast to the simulation results, the dynamics of the components involved are not perfect in a practical implementation. Therefore, larger deviations than shown here are to be expected. The simulations nevertheless make it clear that using the presented method for SbW controller synthesis, a very good correspondence between the steering feel of SbW and a reference system can be achieved. Finally, it should be noted that in addition to real conventional steering systems, systems with freely selectable dynamics can also serve as reference systems for the SbW controller design. In addition, the method presented is in principle suitable for realizing mixed forms of position and force feedback instead of the bidirectional position feedback shown.

• - Drive-by-Wire-Systeme, z. B. Steer-by-Wire-Lenksysteme, kraftreflektierendes Gaspedal, Brake-by-Wire (z. B. in der Fahrzeugindustrie für LKW/PKW, Militär- und Sonderfahrzeuge sowie in der Fahrzeugzulieferindustrie, vor allem im Bereich der Lenkungshersteller),
• - Fly-by-Wire (in der Luftfahrtindustrie),
• - Telemanipulations- und Telepräsenzsysteme (in der Robotik, Weltraumrobotik oder Medizintechnik, für Roboter in der Chirurgie und minimal invasiven Chirurgie oder in der Mikrosystemtechnik).
• - Maschinen und Anlagenbau (zur Kopplung von Antrieben in der Förder-, Handhabungs- und Verpackungstechnik, z. B. bei Stetigförderern oder bei der Handhabung von Bandgut wie z. B. Folien, Papier oder Textilien).

Possible areas of commercial applications of the underlying invention are, for example

• - Drive-by-wire systems, e.g. B. Steer-by-wire steering systems, force-reflecting accelerator, brake-by-wire (e.g. in the vehicle industry for trucks / cars, military and special vehicles as well as in the vehicle supply industry, especially in the area of steering manufacturers),
• - fly-by-wire (in the aviation industry),
• - Telemanipulation and telepresence systems (in robotics, space robotics or medical technology, for robots in surgery and minimally invasive surgery or in microsystem technology).
• - Machinery and plant engineering (for coupling drives in conveyor, handling and packaging technology, e.g. for continuous conveyors or for handling strip goods such as foils, paper or textiles).

Claims (33)

1. A method for designing a controller for a master / slave system which has a bidirectional control system and whose dynamic behavior should be as equivalent as possible to that of a given reference system, comprising the following steps: - specification of a mathematical model for the dynamic behavior of the reference system, - Specification of the return sizes and - Determination of the structure and parameterization of the controller depending on the mathematical model of the dynamic behavior of the given reference system and the given feedback variables. 2. The method according to any one of the preceding claims, characterized, that the mathematical model of the reference system and the Master / slave systems each in a linear and a separate non-linear subsystem for the dynamic Behaviors are split up separately from each other be interpreted. 3. The method according to claim 2, characterized, that the linear subsystem of the Reference system with that of the master / slave system and the nonlinear subsystem of the reference system be equated to that of the master / slave system. 4. The method according to claim 2 or 3, characterized, that for the linear subsystem is bidirectional Feedback between master and slave is assumed. 5. The method according to any one of claims 2 to 4, characterized, that to change the structure and parameterization of the linear subsystem of the master-slave system from one generic multi-size controller structure is assumed. 6. The method according to claim 5, characterized in that:
A matrix of the transfer functions of the reference system is formed as a mathematical model, based on the generic multi-size controller structure:
a matrix of the transfer functions of the master-slave system is formed,
the matrices of the transfer functions of the master / slave system are equated with those of the reference system, and
the resulting system of equations can be solved according to the individual controller transfer functions of the master / slave system. 7. The method according to any one of claims 2 to 6, characterized, that for the nonlinear subsystem a unidirectional or bidirectional feedback between master and slave Is accepted. 8. The method according to claim 7, characterized, that for the feedback, at least one nonlinear model or map is used so that the nonlinear Subsystem of the master-slave system the non-linear Subsystem of the reference system reproduces. 9. The method according to any one of the preceding claims, characterized, that the mathematical model of the reference system and the Master / slave systems each in a subsystem that the Behavior of a manual coupling between an operator and the environment, and another subsystem be split, which is a moment and / or Power support or reduction represents, the mentioned subsystem are designed separately from each other. 10. The method according to any one of the preceding claims, characterized, that by choosing the reference system a scaling of the physical exchanged between operator and environment Sizes can be adjusted. 11. The method according to any one of the preceding claims, characterized, that the user parameters of the mathematical model of the Reference system can set to a desired one to choose dynamic behavior of the master / slave system, and the controller depends on the set parameters is interpreted. 12. Use of a method according to one of the preceding Requirements for the design of a controller for an X-by-wire System. 13. Use of a method according to one of claims 1 to 11 to design a controller for telemanipulation or telepresence systems. 14. Use of a method according to one of claims 1 to 11 for the design of a controller for coupling Drives in mechanical and plant engineering. 15. Bidirectional controller for a master / slave system that the dynamic behavior of the master / slave system if possible equivalent to that of a given reference system, characterized, that the controller in a linear and a separate nonlinear portion is split which is independent can be interpreted from each other. 16. Bidirectional controller for a master / slave system that the dynamic behavior of the master / slave system if possible equivalent to that of a given reference system, characterized, that the controller consists of two parts, one part, manual coupling between the operator and the environment sets, and the other part, a moment and / or Sets power support or reduction. 17. Controller according to one of claims 15 or 16, marked by a user interface, using the parameters of a Model of the reference system are adjustable to a desired dynamic behavior of the master / slave system pretend. 18. Controller according to claim 17, characterized, that by means of the user interface a scaling of the physical exchanged between operator and environment Sizes can be adjusted. 19. Bidirectional controller for a master / slave system the dynamic behavior of the master / slave system if possible equivalent to that of a given reference system, marked by a user interface, using the parameters of a Model of the reference system are adjustable to a desired dynamic behavior of the master / slave system pretend. 20. Use of a controller according to one of claims 15 to 19 for a X-by-wire system. 21. Use of a controller according to one of claims 15 to 19 for telemanipulation or telepresence systems. 22. Use of a method according to one of claims 15 to 19 for coupling drives in the machine and Plant construction. 23. steer-by-wire system, characterized, that there is a regulator according to one of claims 15 to 19 having. 24. Steer-by-wire steering system, which is a kinesthetic coupling between
at least one steering actuation device ( 102 ) for controlling the steering behavior by the user, consisting of sensors for detecting the position and / or angle set on the operating devices and / or sensors for receiving the forces and / or torques acting on the steering actuation device ( 102 ) and
has at least one actuator ( 804 c) for setting the tie rod position or the front wheel steering angle depending on the control specified by the steering actuation device ( 102 ) and also via
at least one actuator ( 804 a) for effecting the force feedback between the steering actuation device ( 102 ) and the actuator ( 804 c) for setting the tie rod position or front wheel steering angle,
at least one sensor each for detecting the current steering wheel steering angle and / or tie rod position or front wheel steering angle of the motor vehicle ( 806 ) and / or at least one sensor each for recording hand force or hand torque and / or tie rod force or front wheel steering torque,
at least one bidirectional control system ( 804 b) for returning measured positions, angles, forces and / or torques from the steering actuation device ( 102 ) to the two actuators ( 804 a + c) and from the two actuators ( 804 a + c) to the steering actuation device ( 102 ) and
has at least one data bus ( 808 ) for exchanging sensor and actuator signals between the steering actuation device ( 102 ) and the two actuators ( 804 a + c) in order to provide the driver ( 802 ) of the motor vehicle with haptic information about the driving dynamics in addition to the execution of the actual steering process ( 806 ) during steering processes, whereby the dynamic behavior of the steer-by-wire steering system is comparable to that of a reference system that can be specified in terms of structure and parameterization via a controller ( 804 b). 25. System according to claim 24, marked by a user interface through which the parameterization of the reference system can be specified. 26. System according to claim 24, characterized, that the user interface is graphical, linguistic and / or has manual controls. 27. System according to one of claims 24 to 26, characterized by a division of the reference system into
a linear manual part for modeling the dynamic behavior of the manual steering by the user and / or the manual part of a hydraulic or electromechanical power steering and
a nonlinear steering force support component for modeling the operating point-dependent scaling of the dynamic behavior of the operating device ( 804 a), the executing device ( 804 c) and the coupling between the operating device ( 804 a) and the executing device ( 804 c),
whose dynamics are described by physical models, whereby the linear components can be represented by transfer functions in the Laplace range. 28. System according to one of claims 24 to 26, characterized by a division of the reference system into
a linear manual part for modeling the dynamic behavior of the manual steering by the user and / or the manual part of a hydraulic or electromechanical power steering and
a nonlinear steering force support component for modeling the operating point-dependent scaling of the dynamic behavior of the operating device ( 804 a), the executing device ( 804 c) and the coupling between the operating device ( 804 a) and the executing device ( 804 c),
whose dynamics are described by experimentally determined input / output models, whereby the linear components can be represented by their amplitude response ( 402 a, 404 a, 406 a, 408 a) and phase response ( 402 b, 404 b, 406 b, 408 b) are. 29. System according to one of claims 24 to 28, characterized in that the controller has a low-pass filter function, which is such that the control system ( 804 b) meets the causality requirement. 30. System according to one of claims 24 to 28, marked by the implementation of a variable, at driving speed and / or steering wheel steering angle adapted steering ratio and / or a variable steering power assistance. 31. System according to any one of claims 24 to 30, characterized by a driving dynamics control to prevent tilting and yaw stabilization of the motor vehicle ( 806 ). 32. System according to one of claims 24 to 31, characterized by means for haptic feedback of critical driving conditions to the steering actuation device ( 102 ). 33. System according to one of claims 24 to 32, characterized by a division of the control system ( 804 b) in
a linear component for realizing the manual coupling, for which a generic controller structure is assumed, which implies a bidirectional feedback of the measured positions and / or forces,
a non-linear component for setting the steering assistance, for which a unidirectional feedback of the measured positions and / or forces to the actuator ( 804 c), which sets the front wheel steering angle, is assumed, the linear component of the said control system ( 804 b) using a transmission matrix whose elements contain the transfer functions of the respective parts can be represented.