KR100511142B1 - Kinetic variable control method and device for representing vehicle motion - Google Patents

Abstract

The present invention relates to an apparatus and a method for controlling a movement parameter indicative of vehicle movement, comprising at least first means for detecting a lateral acceleration of the vehicle. The apparatus also includes second means for detecting a lateral acceleration component that depends at least on the lateral slope of the road surface and / or correcting at least the lateral acceleration of the vehicle in accordance with at least the lateral acceleration component. At this time, the second means detects a vehicle state in which the lateral acceleration component depending on the lateral inclination of the road surface is detected, depending on at least the slip angle occurring on the rear axle of the vehicle.

Description

Method and apparatus for control of motion variables representing vehicle motion

The present invention relates to a method and apparatus for controlling a motion variable representing vehicle motion.

The application filed in the German Patent Office with the application number 196 15 311.5 describes an apparatus and a method for controlling a motion parameter representing vehicle motion, in which a transverse acceleration component is detected which depends on the transverse slope of the road surface. This lateral acceleration component is used to correct the measured lateral acceleration of the vehicle.

The lateral acceleration component, which depends on the lateral inclination of the road surface, is detected in the steady state of the vehicle represented by the yaw rate and the lateral acceleration of the vehicle. In order to detect the steady state of the vehicle, a short and active intervention independent of the control process can be carried out by the control system in a way that slightly affects the yaw rate of the vehicle. When the change in the lateral acceleration of the vehicle can be detected based on the intended change in the yaw rate of the vehicle, a steady state of the vehicle is given. When the vehicle is in a stable state, the lateral acceleration component that depends on the lateral inclination of the road surface is detected based on the values for the vehicle longitudinal speeds detected in this state, the lateral acceleration of the vehicle and the yaw rate of the vehicle.

A system for controlling the driving dynamics of a vehicle is described, for example, in the article "die Fahrdynamikregelung von Bosch (FDR) -Bosch, published in Automotive Technical Bulletin (ATZ), 96, 11, 1994 edition, pages 674-689. Driving dynamics control by means of the " At the same time, this article explains that in the driving dynamics controller, various special situations such as sloped road surfaces can be considered together in the control.

1 shows a vehicle in which a system for controlling driving dynamics is installed;

FIG. 2 shows the structure of a sensor device and an actuator used in a system for controlling the driving dynamics of a vehicle, and the structure of the control unit used in the system under the consideration of the device according to the invention.

3 is a flow chart of a method according to the invention carried out in an apparatus according to the invention for detecting a lateral acceleration component which depends on the lateral inclination of the road surface, or at least for correcting the lateral acceleration of the vehicle.

4 is a query flow chart that can confirm whether or not a steep slope condition is satisfied.

An object of the present invention is to improve detection of lateral acceleration components depending on the lateral inclination of the road surface.

The problem is solved by the features of claims 1 and 10.

The essential advantage of the present invention over the prior art described above is that, in the case of the device and method of the present invention for detecting lateral acceleration components that depend on the lateral inclination of the road surface, the control system is adapted to slightly affect the yaw rate of the vehicle. There is no need for a short, active operation to be carried out, independent of the control process.

The slip angle which arises in a vehicle rear axle is detected so that operation as mentioned above may not be required. The state of the vehicle is detected depending on the detected slip angle, in which case the lateral acceleration component, which depends on the lateral inclination of the road surface, is detected at least for the yaw rate of the vehicle, the lateral acceleration of the vehicle and the longitudinal velocity of the vehicle. It is detected depending on the values. The lateral acceleration components thus detected are checked for plausibility and are preferably used for the correction of the lateral acceleration of the vehicle. The lateral acceleration component can also be used, for example, to correct the yaw rate of the vehicle or to correct the slip angle occurring on the rear axle of the vehicle.

In order to detect the slip angle occurring on the rear axle of the vehicle, it is desirable to detect the slip angle depending on the value of the float angle of the vehicle, the values detected for the yaw rate of the vehicle and the longitudinal speed of the vehicle. Do. The float angle is detected based at least on values detected for the yaw rate of the vehicle, the lateral acceleration of the vehicle and the longitudinal speed of the vehicle. At the same time, when detecting the float angle, it is desirable to consider the operation at the actuator that is executed independently of the driver. To this end, the operation of a driver-independent actuator can be detected, which can, for example, individually affect the braking torque of the individual wheels.

Depending on the detected slip angle, the vehicle state in which the transverse acceleration component depending on the transverse slope of the road surface is detected is preferably determined by comparing the detected slip angle with a predetermined threshold value. For example, when the value of the detected slip angle is larger than the threshold, it is an indication that a vehicle state to be detected exists.

The vehicle state to be detected is such a state that occurs when the vehicle stably travels on the road surface inclined in the lateral direction, in particular when driving stably on a rock wall or a sharp curve. If the slip angle at the time of driving as described above is detected based on the lateral acceleration detected by the sensor, the slip angle has a large value. The reason is that the measured, uncorrected lateral acceleration is subject to error by the lateral acceleration component which depends on the lateral slope of the road surface. Similarly, the unstable driving state of the vehicle, such as when the vehicle slips, for example, is characterized in that the slip angle generated on the rear axle of the vehicle has a large value. However, in this case, it is related to the physical conditions appearing during the sliding process. Thus, different criteria are needed to clearly determine the state of the vehicle to be detected.

To this end, it is desirable to detect the driver's response in a preferred manner, ie the operation performed by the driver. For this purpose an actuator can be monitored that can influence the braking torque acting on the individual wheels of the vehicle. Similarly, the steering angle set by the driver can also be monitored. Depending on the monitoring, the vehicle condition exists when at least the braking torque generated by the driver in addition to the criterion derived from the slip angle is smaller than a predetermined threshold or the gradient of the steering angle is smaller than the predetermined threshold.

To check the validity of the detected value of the lateral acceleration component, the first value for the vehicle yaw rate detected based on the lateral acceleration component detected by the difference formation is the vehicle yaw rate detected by the rotational speed sensor. It is preferable to compare with the second value for. If the comparison reveals that the value of the lateral acceleration component is valid, this value is used at least for the correction of the lateral acceleration of the vehicle.

Other advantages and preferred embodiments appear in the dependent claims, the figures and the description of the embodiments.

The drawings are comprised of FIGS. 1 through 4, and blocks having the same reference numerals in different drawings have the same function.

The present invention relates to a control system that affects vehicle performance. In particular, the present invention relates to a vehicle dynamics control system. However, this does not mean a limitation. For example, the device according to the invention and the method according to the invention may be used in an antilock system and a traction control system provided that a suitable sensor device is installed.

First of all, as an introduction, we will discuss the problems that occur when the lateral acceleration detected by the lateral acceleration sensor is used in the control system.

The measurement of lateral acceleration by the lateral acceleration sensor is made in the inertial system. Therefore, the measured value of the lateral acceleration includes not only the lateral force acting on the vehicle due to the vehicle movement but also the force generated by the road surface inclined in the lateral direction. On the other hand, the control method made in the above-described control system is generally based on a coordinate system fixed to the road surface for the calculation of necessary values. In the coordinate system fixed to the road surface, since the road surface does not have a transverse slope in the coordinate system, the lateral acceleration used in the coordinate system does not include components formed due to the transverse slope of the road surface. Due to this situation, lateral acceleration is measured in the inertial system and lateral acceleration is required in the coordinate system fixed to the road surface, an error occurs when the lateral acceleration measured in the inertial system is used in the coordinate system fixed directly on the road without correction. It may be.

By means of the device according to the invention and the method according to the invention, the lateral acceleration component, which depends on the lateral inclination of the road surface, is obtained so that at least the measured lateral acceleration of the vehicle can be corrected.

1, a vehicle 101 with wheels 102vr, 102vl, 102hr, 102hl is shown. In the following, the wheels of the vehicle are simply indicated by 102ij. The index i indicates whether the wheel is on the rear axle h or the front axle v. The index j indicates whether it is disposed on the right side r or left side l of the vehicle. This representation by the two exponents i and j has the same meaning for all variables or components with these exponents.

Each wheel 102ij is assigned a wheel rotation speed sensor 103ij. The signal nijmess generated by each wheel revolution sensor 103ij is provided to the control unit 109. In addition to the wheel speed sensor 103ij, the vehicle 101 is provided with other sensors. Here, a turnover or yaw rate sensor 104 is provided, the signals of which are also provided to the control unit 109. A lateral acceleration sensor 105 is also provided, the signals generated by the sensors are also provided to the control unit 109. In addition, the vehicle includes a steering angle sensor 106, and the steering angle set by the driver on the front wheel through the steering wheel 107 and the steering link mechanism 108 is detected by the steering angle sensor. The signals deltamess detected by the steering angle sensor 106 are provided to the control unit 109. The control unit 9 is provided by the engine 111 with actual engine characteristic data mot1 such as, for example, engine speed and / or throttle valve position and / or ignition angle. The control unit 109 receives a signal from the detection means 113 disposed on the brake pedal 112, and the braking operation performed by the driver is instructed to the control unit 109 by the signal. For example, a switch may be used for the detection means 113.

In the control unit 109, the signals provided to the unit are processed or evaluated, and an adjustment signal is output in accordance with the control of the vehicle driving dynamics. The control unit 109 generates an adjustment signal Aij, by which the actuator 110ij, preferably brake, assigned to the wheel 102ij can be affected. It is also possible to output an adjustment signal mot2 which may affect the drive torque transmitted by the engine 111.

2 shows the configuration of a control unit 109 according to the device according to the invention and the method according to the invention. The control unit 109 substantially consists of a controller 201, an actuator 110ij, and a control device 204 for the engine 111.

The controller 201 is composed of two parts. The controller first comprises means 202 for detecting at least lateral acceleration components depending on the lateral inclination of the road surface and correcting the lateral accelerations of the vehicle detected by the sensor 105. The controller 201 also includes a controller core 203 that processes, for example, control concepts necessary for driving dynamics control.

Signals detected by the sensors 104, 105, 106, which are indicative of variables indicative of vehicle motion, are provided to the means 202. At the same time these signals are provided to block 203 with signals indicative of the wheel speed, detected by the wheel speed sensors 103ij. Signals generated by the detection means 113, which indicate the operation of the brake pedal by the driver, are provided to the blocks 202, 203, 204. In addition, block 203 is provided with actual engine characteristic data mot1.

Depending at least on the wheel speed nijmess, at block 203 a variable v1 representing the longitudinal speed of the vehicle is detected in a known manner. In addition to the use of the wheel speed in the detection of the longitudinal speed v1, the yaw rate and the lateral acceleration of the vehicle can also be taken into account. The detected longitudinal velocity v1 is first processed in the controller core 203. The longitudinal velocity v1 is also provided to block 202.

In addition to the longitudinal speed v1, the block 202 is provided with a signal MBij detected at the controller core 203, which represents the braking torque generated at the actuator 110ij and acting on each wheel. Block 202, on the other hand, likewise receives the signal ANij detected at block 203 and detects by this signal the number of operations performed at actuator 110ij independently of the driver to control a variable indicative of vehicle movement. do.

Depending on the signal provided to block 202, the vehicle condition is identified in which a transverse acceleration component is detected that depends on the transverse slope of the road surface. After the transverse acceleration component is detected, the transverse acceleration component is checked for validity. If the inspection confirms that the lateral acceleration component is valid, it is used to correct at least the lateral accelerations of the vehicle detected by the sensor 105. In addition to correction of the lateral acceleration, correction of the omegamess of the vehicle detected by the sensor 104 is also possible.

If the lateral acceleration component depending on the lateral slope of the road surface is justified, a corrected lateral acceleration aykorr and a corrected yaw rate omegakorr are provided from block 202 to block 203. Thus, the values corrected for the lateral acceleration and yaw rate of the vehicle can be used for the control of the movement variables indicative of the vehicle movement, which control is made in the controller core 203.

However, if the inspection performed at block 202 confirms that the lateral acceleration component is not valid, the block is not corrected for the lateral acceleration and yaw rate of the vehicle. As a result, the corrected values for these two variables are not passed to block 203. Control taking place at block 203 is based on the amount detected by the sensor.

The control concept implemented in the controller core 203 is disclosed, for example, in the article "die Fahrdynamikregelung von Bosch (FDR), published in Automotive Technology Magazine (ATZ), 96, 1994, pages 674-689. It may be a concept for driving dynamics control of the vehicle as it is.

To this end, at least the following signal or variable is provided to the controller core 203: the variable may be represented by the parameters nijmess, omegamess, aymess which are detected by the sensors 103ij, 104, 105, 106. , deltamess, and the signals are signals and engine characteristic data mot1. Signals aykorr and omegakorr generated and corrected at block 202 are also provided to the controller core 203 (if present). In addition to these signals, the controller core 203 receives a signal ST2 generated from the block 204 which is a control device for the actuator, by which the controller core 203 is for example the control device 204. You can see the state of. In dependence on these signals, the controller core 203 generates a signal ST1 necessary for the control of the movement variables indicative of the vehicle motion, which is provided to the control device 204.

The control device 204 converts the supplied signal ST1 into a signal for controlling the actuator 110ij and affecting the engine 111. The control device thus generates a signal Aij for controlling the actuator 110ij, for example, which can influence the braking torque acting on each wheel of the vehicle. The control device 204 likewise generates an adjustment signal mot2 which can affect the drive torque transmitted by the engine.

3 shows in a flow diagram a method according to the invention carried out in an apparatus of the invention for detecting lateral acceleration components which depend at least on the lateral inclination of the road surface.

The detection of the transverse acceleration component, which depends on the transverse slope of the road surface, begins at step 301. Step 302 is executed following step 301. In step 302, the approximate value ayoffroh and the float angle change d (beta) / dt of the lateral acceleration component ayoff depending on the lateral inclination of the road surface are detected. The approximate value ayoffroh for the lateral acceleration component ayoff is the longitudinal velocity vl of the vehicle, the lateral acceleration of the vehicle detected by the sensor 15 and the vehicle detected by the sensor 104. It is detected depending on the omegames of. Float angle changes (d (beta) / dt) are also detected depending on these variables.

Step 302 is followed by step 302. In this step it is checked whether the steep wall condition-the definition of the steep slope condition will be explained with reference to FIG. 4. If the steep slope condition is met-this indicates that the vehicle is on a laterally sloped road surface-then step 304 is executed. On the contrary, if the steep slope condition is not satisfied, the process returns to step 302.

In step 304, the float angle beta of the vehicle existing in the instantaneous vehicle state is detected. This is preferably done by integration of the float angle change (d (beta) / dt). Thus, the float angle detection uses the lateral accelerations detected by the sensor 105, the omegamess detected by the sensor 104 and the longitudinal velocity vl of the vehicle.

In this regard, when the vehicle enters a steep slope or a sharp curve, unnecessary operation may occur at the actuator 110ij due to the time required to detect the corrected lateral acceleration, for example independent of the driver. By these operations, the control system attempts to control a parameter indicative of the vehicle motion, because an unsuitable vehicle condition exists for the control system due to the lateral acceleration not yet corrected. In order to improve the correction characteristic of the apparatus or method with respect to lateral acceleration, in step 304 the value of the detected float angle is adjusted so that the lateral acceleration reaches a corrected value representing a steep slope or sharp curve. Can be corrected. In this case, since the value of the float angle increases depending on the operation performed independently of the driver, the value increases as the number of operations independent of the driver increases. Therefore, fewer calculation cycles are required until the corrected lateral acceleration value described above is obtained.

The operation performed independently of the driver may be an operation at the actuator 110ij which may affect the braking torque acting on the respective wheels as described above. In order to detect such an operation, a signal ANij is analyzed which represents, for example, the number of operations performed on each actuator 110ij independently of the driver.

Step 305 is followed by step 304. In this step, the slip angle alphah occurring on the rear axle of the vehicle depends on the float angle beta detected in step 304 and the detected value for the longitudinal velocity vl and the omegamess of the vehicle. Depending on the detection.

Step 305 is followed by step 306. In this step, a query is executed as to whether the absolute value of the slip angle alphah occurring at the rear axle of the vehicle is greater than a predetermined threshold alphas and whether the steep slope condition is satisfied. If the value of the slip angle alphah is greater than the threshold alphas and the steep slope condition is satisfied, then step 307 is executed. However, if the value of the slip angle alphah is less than the threshold alphas and / or the steep slope condition is not met, step 302 is returned.

The construction of the query made in step 306 is based on the following: when detecting the float angle, the values detected by the sensor 105 for the lateral acceleration of the vehicle are used. If the vehicle travels on a sloping road surface, this value (aymess) is subject to error due to the lateral acceleration component depending on the lateral slope of the road surface. This is evident by the fact that when the vehicle is traveling on a road surface that is inclined in a stable direction, in this situation, the float angle change is detected even though there is no float angle change (d (beta) / dt). . As a result, the detected float angle (beta) increases continuously and has a large value. Thus, the detected slip angle, which occurs at the rear axle of the vehicle, also has a large value, since the slip angle is detected depending on the float angle.

The situation where a large slip angle occurs at the rear axle of the vehicle also occurs when the running state of the vehicle is unstable, especially when the vehicle is slipping, for example. Therefore, additional criteria are needed to be able to distinguish whether the vehicle is traveling on a road surface inclined in the lateral direction or whether the vehicle is in an unstable state. Steep slope conditions are taken into account for this purpose. The steep slope condition includes the driver's response or behavior as shown by FIG. 4. In order to observe the driver's reaction or behavior, for example, the steering angle change d (deltamess) / dt executed by the driver and / or the operation of the actuator 110ij by the driver is observed.

In the case of stably driving on a sloping road surface, the detected slip angle alpha has a large value, but in this situation, the driver is stable and the driver will not affect the vehicle behavior. In other words, the braking torque and steering angle change d (deltamess) / dt generated by the driver manipulating the actuator 110ij do not have a large value. However, if the vehicle is in an unstable state, the driver generally tries to relieve it. To this end, the driver attempts to stabilize the vehicle again, for example by correcting steering or by braking. In this situation, therefore, a large value for the steering angle change d (deltamess) / dt or the braking torque MBij generated by the driver manipulating the actuator 110ij is detected.

The driver response is included in the steep slope condition so that the steep slope condition is satisfied when the steering angle gradient d (deltamess) / dt is small and when the braking torque MBij generated by the driver manipulating the actuator 110ij is small.

As a result, if the vehicle runs stably on the road surface inclined in the lateral direction, step 307 is executed after step 306. If this situation does not exist, in particular if the vehicle slips, the process returns to step 302 after step 306.

In step 307, the lateral acceleration component ayoff is detected depending on the lateral inclination of the road surface. This can be done, for example, by filtering the approximate ayoffroh of the lateral acceleration detected in step 302. As a result, the lateral acceleration component, which depends on the lateral slope of the road surface, is detected depending on the lateral accelerations (omemess), yaw rates (omegamess) and the longitudinal velocity (vl) of the vehicle.

Step 308 is executed following step 307. In this step, the validity of the lateral acceleration component ayoff detected in step 307 is examined. To this end, a corrected value (omegakorr) for the yaw rate of the vehicle is detected from the lateral acceleration component, for example using a mathematical model. This corrected value omegakorr is compared with the value (omegamess) detected by the sensor 104 for the yaw rate of the vehicle. For example, for this purpose, a difference between the two values omegakorr and omegamess is detected and the absolute value of this difference is compared with a predetermined threshold value S1. If the absolute value of the difference is less than the predetermined threshold S1, this means that the detected lateral acceleration component ayoff is valid, and the next step 309 is performed. However, if at step 308 the absolute value of the difference is greater than the threshold and it is found that the detected lateral acceleration component (ayoff) is not valid, then step 302 is returned.

In step 309 the value corrected for the yaw rate of the vehicle and the value corrected for at least the transverse acceleration and at least by the transverse acceleration component ayoff depending on the transverse slope of the road surface detected in step 307 ( omegakorr) is detected and output. It is also possible to correct other variables depending on the lateral acceleration component (ayoff). Thus, for example, the slip angle alphah occurring in the rear axle of the vehicle can also be corrected.

After step 309, step 310 is executed, in which the detection of the lateral acceleration component ayoff and the correction of the lateral acceleration of the vehicle are ended.

It should also be noted that the detection of the lateral acceleration ayoff is carried out permanently with respect to the control of the variables indicative of the movement of the vehicle. It is also mentioned that at the start of the run, for example after turning the ignition key, the variables are first set to the appropriate initialization values in the initialization process.

With the flowchart shown in FIG. 4, a steep slope query is described in which it can be detected whether or not a steep slope condition is satisfied. This steep slope query is used in steps 303 and 306 upon detection of the lateral acceleration component ayoff, which is dependent on the transverse slope of the road surface, as already described in FIG.

The query begins at step 401. This step is followed by step 402. At this stage, it is checked whether the vehicle is on a sharp curve or steep slope. This query is implemented, for example, by examining the product of the float angle change (d (beta) / dt) and the omegamess detected by the sensor 104. This query is performed for oversteered vehicles and vehicles on sharp curves or steep slopes because the product of the float angle change (d (beta) / dt) and the yaw rate is less than zero. As a result, the query performed in step 402 confirms that the vehicle is oversteered and / or the vehicle is on a sharp curve or steep slope. Of course, additional queries are needed to be able to ascertain where the vehicle is in the last two states, as will be described in connection with step 405. If the product is less than zero then step 403 is executed. On the other hand, if the product is greater than zero, step 407 is executed next.

In step 403, the approximate value ayoffroh of the lateral acceleration detected in step 302 is compared with a predetermined threshold ayoffrohs. If the approximation ayoffroh is greater than the ayoffrohs, it means that the vehicle is on a road sloped in the lateral direction. In this case, therefore, the next step 404 is executed. However, if it is found in step 403 that the approximate value ayoffroh is less than the threshold ayoffrohs, then step 407 is executed, since the vehicle is clearly not on a sloping road surface.

In step 404 it is checked whether the longitudinal velocity vl of the vehicle is greater than the minimum longitudinal velocity vls. The longitudinal velocity vl of the vehicle must be greater than the value of the minimum longitudinal velocity vls in order to be able to reliably detect the lateral acceleration component which depends on the transverse slope of the road surface. If the value vl is greater than the value vls, then step 405 is executed. However, if the value vl is smaller than the value vls, step 407 is executed next.

In step 405 monitoring of the behavior and reaction of the driver already mentioned with reference to FIG. 3 is carried out. To this end, in step 405 several queries are made. For example, by one of these queries, the gradient d (deltamess) / dt of the steering angle set by the driver is examined. By means of a second query composed of two criteria, the operation of the actuator 110ij depending on the driver is checked on the basis of the braking torque MBij or the signals generated by the actuator 110ij.

The reason why the driver's reaction or behavior is monitored is that, in relation to the detected slip angle occurring on the rear axle of the vehicle, whether the vehicle is stable on a laterally inclined road surface or whether the vehicle is unstable, in particular slipping Because can be confirmed.

When the vehicle is stably driven on a road surface that is inclined in the lateral direction, it is assumed that the driver does not exhibit an extremely strong response in the form of a strong steering operation and / or a strong braking operation. On the other hand, if the vehicle is in an unstable state, especially in a slipping state, the driver may try to turn the vehicle back to a stable state through appropriate strong steering operation or braking operation.

For this reason, the following queries are executed in step 405: In the first query, the absolute value of the gradient d (deltamess) / dt of the steering angles deltamess is compared with the predetermined threshold d (deltamess) / dt) s. do. If the comparison confirms that the value of the gradient is greater than the threshold, the driver will perform a strong steering operation to keep the vehicle stable.

The second question relates to the operation of actuator 110ij by the driver. Using the first criterion, it is confirmed whether or not the operation of the actuator 110ij is caused by the driver. If the signals take a value "TRUE" (true), for example, the operation of the actuator 110ij is considered to be due to the operation of the driver. By the second criterion, the braking torque MBij, which is generated by the actuator 110ij at each wheel or influenced by the actuator 110ij at each wheel, is monitored. At this time, if the value of the braking torque MBij is larger than the predetermined threshold MBs, it can be estimated that the driver performs a strong braking operation.

If at least one of the two queries is satisfied in step 405, that is, the value of the steering angle gradient d (deltamess) / dt is greater than the threshold value d (deltamess) / dt, or the signal is a value. It can be assumed that the vehicle is not in a stable state when the braking torque MBij generated by the actuator 110ij or affected by the actuator 110ij when it has "TRUE" is larger than the threshold value MBs. In conclusion, in this case, step 407 is executed after step 405. On the other hand, if neither query is satisfied, it can be assumed that the vehicle is in a stable state, and consequently step 405 is followed by step 406.

Note that in this connection the adjustment by the driver to the drive torque transmitted by the engine 111 can be monitored.

In step 406, such a value that can confirm that the steep slope condition is satisfied is assigned to a variable used in block 202 to indicate, for example, whether the steep slope condition is met. Conversely, in step 407, such a value that can confirm that the steep slope condition is not satisfied is assigned to the same variable as above. This variable is evaluated, for example, in steps 303 and 306 shown in FIG.

Steps 406 and 407 are followed by step 408 where the steep slope query ends.

The particular embodiments of the two flowcharts shown in FIGS. 3 and 4 do not limit the spirit of the present invention.

The apparatus and method of the present invention for obtaining lateral acceleration components that depend on the roadway transverse slope require no short, active and independent operation of the adjustment by the adjustment system, which may slightly affect the vehicle's yaw rate. .

In order to achieve this without performing this operation, the inclination movement angle which arises in the rear axle of a vehicle is calculated | required. According to the obtained angle of inclination movement, it is possible to confirm the state of the vehicle so that the lateral acceleration component depending on the roadway transverse slope can be obtained at least according to the values of the yaw rate of the vehicle, the lateral acceleration of the vehicle, and the dependency of the vehicle.

Claims (12)

A motion variable control device representing vehicle motion, First means (103ij, 104, 105, 106, 111, 113) for measuring at least a movement variable and detecting a lateral acceleration variable representing a lateral acceleration of the vehicle, and 10. A motion variable control device comprising: a second means (202) for detecting a lateral acceleration component that depends on a lateral slope of a road surface and correcting the detected lateral acceleration of the vehicle based at least on the lateral acceleration component , The second means 202, Detects the slip angle generated from the rear axle of the vehicle, Depending on the slip angle, detect a vehicle state in which a lateral acceleration component is to be detected, And detecting whether the detected lateral acceleration component is valid. The method of claim 1, wherein the first means (103ij, 104, 105, 106, 111, 113) detects a first variable corresponding to the yaw rate of the vehicle and a second variable corresponding to the wheel speed, Another variable indicative of the longitudinal velocity of the vehicle is detected depending on the wheel speed. 3. An apparatus as claimed in claim 2, wherein said lateral acceleration component is detected in dependence on said first variable, said lateral acceleration variable and said other variable. The motion variable control device of claim 2, wherein the slip angle is detected in dependence on a third variable, the first variable, and the other variable corresponding to the float angle of the vehicle. 5. An apparatus according to claim 4, wherein said second means (202) detects a float angle in dependence of said first variable, said lateral acceleration variable and said other variable. The vehicle of claim 5, wherein the vehicle includes an actuator that affects the braking torque acting on each wheel of the vehicle, And said second means (202) detects a float angle of the vehicle in dependence on the operation of an actuator executed independently of the driver to control the movement variable. The method according to claim 1, wherein the second means 202 detects the vehicle state in dependence on the slip angle by comparing the slip angle with a predetermined threshold value, And the vehicle state is detected when the slip angle is greater than the predetermined threshold value. A motion variable control device representing vehicle motion, First means (103ij, 104, 105, 106, 111, 113) for detecting at least a movement variable and detecting a lateral acceleration variable representing a lateral acceleration of the vehicle, and Detect the transverse acceleration component depending on the transverse slope of the road surface, A motion variable control device comprising: a second means (202) for performing at least one of correcting the detected lateral acceleration of the vehicle in dependence on at least the lateral acceleration component, The second means 202, Detects the slip angle generated from the rear axle of the vehicle, Depending on the slip angle, detect a vehicle state in which a lateral acceleration component is to be detected, Detect whether the detected lateral acceleration component is valid, The vehicle includes an actuator that affects the braking torque acting on each wheel of the vehicle, The first means (103ij, 104, 105, 106, 111, 113) detects the steering angle of the vehicle, The second means 202 monitors at least one of the steering angle and the actuators to indicate whether the driver of the vehicle has initiated the scheduled operation upon detection of the vehicle condition, wherein the vehicle condition is such that the braking torque generated by the driver is An apparatus for controlling a motion variable indicative of vehicle movement, characterized in that it is detected when it is smaller than a first predetermined threshold and a steering angle gradient is smaller than a second predetermined threshold. A motion variable control device representing vehicle motion, First means (103ij, 104, 105, 106, 111, 113) for detecting at least a movement variable and detecting a lateral acceleration variable representing a lateral acceleration of the vehicle, and Detect the transverse acceleration component depending on the transverse slope of the road surface, A motion variable control device comprising: a second means (202) for performing at least one of correcting the detected lateral acceleration of the vehicle in dependence on at least the lateral acceleration component, The second means 202, Detects the slip angle generated from the rear axle of the vehicle, Depending on the slip angle, detect a vehicle state in which a lateral acceleration component is to be detected, Detect whether the detected lateral acceleration component is valid, The first means 103ij, 104, 105, 106, 111, 113 detects a first variable corresponding to the yaw rate of the vehicle and a second variable corresponding to the wheel speed, Another variable representing the longitudinal speed of the vehicle is detected depending on the wheel speed, The first value of the first variable is detected depending on the detected transverse acceleration component, and the second value of the first variable is detected by the first means 103ij, 104, 105, 106, 111, 113 Become, Upon detecting the validity of the detected transverse acceleration component, the second means 202 detects a difference between the first value and the second value and compares the difference with a predetermined threshold value, And said second means (202) corrects said lateral acceleration of said vehicle when said difference is less than a predetermined threshold value. In the movement variable control method representing the vehicle movement, Detecting the lateral acceleration of the vehicle, Detecting at least one lateral acceleration component related to the lateral inclination of the road surface, and correcting the detected lateral acceleration of the vehicle depending on the lateral acceleration component; Detecting a slip angle occurring at the rear axle of the vehicle, Detecting a vehicle state in which the lateral acceleration component is to be detected, depending on the slip angle; And detecting whether the detected lateral acceleration component is valid. A motion variable control device representing vehicle motion, Means for detecting at least said movement variable, First means 103ij, 104, 105, 106, 111, 113 for detecting a lateral acceleration parameter representing a lateral acceleration of the vehicle, Second means for detecting a lateral acceleration component that depends on the lateral inclination of the road surface, to provide a lateral acceleration component of the vehicle; Means for correcting the detected lateral acceleration of the vehicle based on at least the lateral acceleration component, The second means detects a slip angle occurring in the rear axle of the vehicle, detects a vehicle state in which the lateral acceleration component is to be detected based on the slip angle, and determines whether the detected lateral acceleration component is valid. Motion variable control device indicating the vehicle motion to detect. As a method of compensating a motion variable of a vehicle Detecting a transverse acceleration component associated with the transverse slope of the road surface, Detecting whether the vehicle condition is appropriate; Detecting a slip angle variable of the rear axle of the vehicle if the vehicle condition is appropriate; Detecting whether the slip angle variable is greater than a threshold; Calculating a new lateral acceleration component if the vehicle condition is appropriate and the slip angle variable is greater than the threshold; Detecting whether the new lateral acceleration component is valid; And correcting the lateral acceleration component of the vehicle based on the new lateral acceleration component if the new lateral acceleration component is valid.