CN100554016C - The driving dynamics control system that is complementary with the vehicle loading situation - Google Patents

The driving dynamics control system that is complementary with the vehicle loading situation Download PDF

Info

Publication number
CN100554016C
CN100554016C CNB2004800313759A CN200480031375A CN100554016C CN 100554016 C CN100554016 C CN 100554016C CN B2004800313759 A CNB2004800313759 A CN B2004800313759A CN 200480031375 A CN200480031375 A CN 200480031375A CN 100554016 C CN100554016 C CN 100554016C
Authority
CN
China
Prior art keywords
vehicle
center
gravity
information
vehicle mass
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
CNB2004800313759A
Other languages
Chinese (zh)
Other versions
CN101119864A (en
Inventor
G·嫩宁格尔
M·尼莫
G·格拉夫
L·博罗斯
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of CN101119864A publication Critical patent/CN101119864A/en
Application granted granted Critical
Publication of CN100554016C publication Critical patent/CN100554016C/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/63—Location of the center of gravity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1877—Adaptive Control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B60G2800/0124—Roll-over conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9124—Roll-over protection systems, e.g. for warning or control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/14—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to accident or emergency, e.g. deceleration, tilt of vehicle

Abstract

The present invention relates to a kind of stable method of slide-out that under critical driving cycle, makes, wherein under criticality by means of an excitor (3,9,10), intervene under steam with the stability regular system that tumbles (4,5,8), so that vehicle stabilization.The difference of vehicle is loaded situation can be by finding out vehicle mass (m) or characteristic velocity (v Ch) and wheel support force rate value (F N1/ F Nr), according to vehicle mass (m) and vehicle mass (m) and estimated vehicle's center of gravity (h Sp) the stability regular system (4,5,8) that implements to tumble considers.

Description

The driving dynamics control system that is complementary with the vehicle loading situation
Technical field
The present invention relates to a kind of method of vehicle and a kind of driving dynamics control system of stable slide-out under the criticality of tumbling, stablized.
Background technology
Vehicle with high center of gravity, such as van, SUV (Sport Uti1ity Vehicles) (motion car) or Light-duty Vehicle, particularly when turning driving has too high transverse acceleration, the tendency of tumbling around longitudinal axis is arranged, therefore usually adopt the stabilization system of tumbling, shock absorber ROM (Roll-Over-Mitigation) for example tumbles), can learn the criticality of tumbling ahead of time with this, and take stabilizing measures.Known driving dynamics control system with the stabilization function of tumbling (ROM), ESP for example, general using brake system, engine management system or active steering device are intervened under steam, to stablize vehicle.Has the driving dynamics control system example shown of ROM function among Fig. 1 from well known in the prior art.
Fig. 1 expresses the block scheme of ROM that simplify very much, a known system, it comprises that mainly one has 1, one of control instrument that ROM-regulates algorithm 4,5 and is used to discern tumble sensing device 2 and an excitor 3 of stablize intervention of critical driving cycle.If control instrument 1 is based on the sensor signal of ESP-sensing device 2 and learn the criticality of tumbling, then the vehicle dynamics control apparatus is for example intervened under steam by the car side brake that is enabled on the outside front-wheel of turning, reduce the transverse acceleration and the deflection speed of vehicle with this, and make vehicle stabilization.Other system's utilization such as drive spring/shock absorber system (normal force distribution system), engine management system or active front steering system are stablized vehicle.
The major cause that vehicle is tumbled around longitudinal axis generally is too high transverse acceleration.Therefore the driving dynamics control system in modern age generally all is to utilize to describe the dynamic (dynamical) parameter of lateral direction of car (back is called the indicating device parameter S), to learn the critical driving cycle of tumbling.With the same characteristic threshold value of indicating device parameter relatively, when surpassing this threshold value, stable intervention is worked.The indicating device parameter has generally also determined the intensity of stable intervention.
Fig. 2 represents to be input to the various parameters in the calculating of indicating device parameter S, and wherein main parameter is the transverse acceleration ay of vehicle.Because transverse acceleration ay phase place lags behind diversion order (steering handwheel position), so the observed reading of transverse acceleration ay generally with the variation of deflection angle, also influence the parameter P (time of transverse acceleration variation d for example with other in case of necessity Ay/ dt) variation and improve.Therefore, the effective transverse acceleration of resulting what is called, it forms the indicating device parameter S again simultaneously, is vehicle lateral acceleration a y, transverse acceleration time change d Ay/ dt, still other influence the function F of parameter P where necessary.
As shown in Figure 2, input parameter a y, d Ay/ dt, P are connected each other by function 4, thereby calculate the indicating device parameter S.The indicating device parameter S that obtains like this inputs at last regulates algorithm 5, determines to regulate the time length and the intensity of intervening.
The rollover conditions of vehicle except the structural behaviour of vehicle, depends primarily on loaded-up condition.Along with cargo-carring increase, the tendency of tumbling of general vehicle also increases thereupon, and vice versa.In addition, architectural feature (for example elasticity) also can change along with the time limit, thereby influences the tendency of tumbling of vehicle.Under the situation of vehicle dynamics control apparatus known, that have the stabilization function ROM that tumbles, loading and mechanical condition are not generally done special consideration.
Therefore, the known stabilization function ROM that tumbles is normally very sensitive, that is to say, loads situation and soft elasticity aspect is regulated to height, so that particularly under the situation with high loading pattern (for example SUV) or little Light-duty Vehicle, guarantees the driving cycle of safety.This just causes under the normal load situation, just carries out the stability intervention when transverse acceleration is very low.In other words, under normal or lower loaded-up condition, may too early and cross generation doughtily and tumble stable the intervention.
Summary of the invention
Therefore, task of the present invention provides a kind of stable method of slide-out and corresponding driving dynamics control system of making, and can estimate the loading situation of vehicle and the tendency of tumbling thereof simply with it, and can take in according to the stability regular system that tumbles.
Slide-out stable method solved by a kind of when the critical driving cycle according to this task of the present invention, the stability regular system that wherein tumbles utilizes an excitor to intervene under steam when criticality, so that make vehicle stabilization, it is characterized in that, find out vehicle mass, and according to the vehicle mass stability regular system that implements to tumble, estimation is about the information of vehicle's center of gravity, and, derive information about vehicle's center of gravity by estimated characteristic velocity according to vehicle mass with about the information of the vehicle's center of gravity stability regular system that implements to tumble.
The stable driving dynamics control system of slide-out is solved according to this task of the present invention during also by a kind of critical driving cycle, described driving dynamics control system comprises a control instrument that the stability regular system that tumbles is housed, sensing device of finding out motoring condition parameter actual value and one is known to carry out the excitor that stability is intervened when tumbling criticality, it is characterized in that, find out information by means of sensing device about vehicle mass, and set up the stability regular system that tumbles, making the regulating control state is the function of vehicle mass, estimation is about the information of vehicle's center of gravity, and, derive information about vehicle's center of gravity by estimated characteristic velocity according to vehicle mass with about the information of the vehicle's center of gravity stability regular system that implements to tumble.
The present invention gives other design plan.
Main aspect of the present invention is, by finding out that the quality of vehicle (or loading) is determined the tendency of tumbling that vehicle is current at least, with the regulating control status adjustment of the stability regular system that will tumble to and the current vehicles uniform quality, thereby can make stability regular system and vehicle loading situation and the tumbling to be inclined to and be complementary at that time at that time of tumbling.
Vehicle mass can for example adopt a sensing device, such as wheel force sensor device or sensing device of measuring the suspension displacement of a definite normal force (wheel support power).Also can be by analyzing driving cycle, for example acceleration/accel of vehicle or braking situation are estimated the quality of vehicle under the situation of setting up power or moment balance.Having known in this respect has various methods of estimation.Vehicle mass estimates that the advantage that has is except existing ESP sensing device, other sensing device to be set.Utilize such as wheel speed sensor and engine torque signal in order to estimate vehicle mass, preferably also have transverse acceleration and Yaw rate sensor, steering angle sensor and/or longitudinal acceleration sensor.
The information of the relevant vehicle mass of gained (measuring or estimation) finally can be considered by the vehicle dynamics control apparatus.
Slide-out is inclined to except being subjected to load highly (quality) influence, the position that is also loaded and the influence of distribution especially.Therefore the information of position, particularly height of gravitational center (institute adds the height of gravitational center of load or vehicle) about adding load is preferably also found out in suggestion, and stablizing of considering to tumble.
According to first embodiment of the present invention, vehicle's center of gravity also utilizes (also comprising the information that can be drawn by vehicle's center of gravity) the characteristic velocity v of vehicle ChEstimate.Characteristic velocity is a parameter in famous " Ackermann-formula ", its expression vehicle turn to situation certainly.For general traveling gear scheme, vehicle shows the ineffective driving cycle of serious riding manipulation when center of gravity moves up, and therefore has a less characteristic velocity, and vice versa.When center of gravity is mobile backward (this moment, quality and height of gravitational center were constant), then in contrast, the uncontrollability of driving cycle is less, so characteristic velocity v ChHigher, vice versa.For the situation of known vehicle dynamics adjusting, even characteristic velocity v ChGenerally also estimated.By estimated characteristic velocity v ChEstWith nominal characteristic velocity v ChNomDeviation can qualitatively at least learn the information of relevant load position (height of gravitational center and/or in the position of longitudinal direction of car).
According to second embodiment of the present invention, the position of vehicle's center of gravity, particularly height of gravitational center, the wheel support power situation that acts on turning medial wheel and turning outboard wheels in the time of can be by turning driving is estimated.When mass cg is high, big during mass cg low (identical load mass) under the wheel support force rate same lateral acceleration/accel situation on the turning outboard wheels.Because the raising of slide-out tendency, under the high situation of mass cg, the wheel of turning medial seriously unloads.Therefore, by the ratio F of the wheel support power of turning medial and lateral wheel Nl/ F Nr, can estimate the height of vehicle's center of gravity qualitatively.
Wheel support power F NAlso can utilize suitable sensing device to measure, perhaps estimate it by the wheel revolutional slip ratio of each wheel.The wheel revolutional slip also can be by means of existing ESP sensing device, and particularly wheel speed sensor calculates.
According to the 3rd embodiment of the present invention, embodiment 1 and 2 described methods of estimation can be made up, so that make estimated height of gravitational center obtain qualitative improvement and reach higher availability.
The information of the relevant slide-out tendency of being found out according to the present invention (be vehicle mass and also have estimated center-of-gravity position when needing) can join in the calculating of indicating device parameter S according to first embodiment, thereby the effect that influence is regulated constantly and remove constantly.
The information of the relevant tendency of tumbling even also can be input in the stability regular system that tumbles and influences the characteristic of algorithm, for example regulates threshold value (a Y, krit), regulate deviation (for example wheel revolutional slip) or regulate parameter (for example lock torque or motor torque).Therefore, the features characteristic of algorithm is the function of slide-out tendency (being vehicle mass and the position that also has vehicle's center of gravity in case of necessity).So in the high tendency of tumbling, when promptly high vehicle mass or high center of gravity, stable intervention can enter ahead of time, perhaps adopt than in low more strong degree during tendency of tumbling.
The driving dynamics control system that the present invention has the stabilization function of tumbling preferably includes mechanism's (sensing device or estimation algorithm) that can be used for calculating or estimating vehicle mass and/or vehicle's center of gravity position, the control instrument that the stability regular system that tumbles is housed, the realization of the stability regular system that wherein tumbles is according to the adjustment state of algorithm and the relation between vehicle mass and/or the vehicle's center of gravity position.
Description of drawings
Below with the present invention is described in detail with reference to the accompanying drawings.Then have:
Fig. 1 is the block schematic of a known stabilization system of tumbling;
Fig. 2 is the sketch that forms indicating device parameter S function;
Fig. 3 is the block scheme of the stabilization system of tumbling according to an embodiment of the invention;
Fig. 4 is revolutional slip ratio and the supporting power ratio when straight line and turning driving;
Fig. 5 is the relation between critical transverse acceleration and the height of gravitational center.
The specific embodiment
The explanation of relevant Fig. 1 and 2 sees also the Introductory part of specification sheets.
Fig. 3 represents a kind of block schematic of the stabilization system of tumbling.This system comprises that mainly 1, one of a control instrument with the ROM of stability regular system (Roll-Over-Mitigation) that tumbles is for the sensing device 2 of measuring the driving cycle parameter be used for changing the various excitors 9,10 that required stability is intervened. Square frame 4,7,8 realized by software, and as the processing (square frame 7) of sensor signal, the estimation of slide-out tendency (by estimating vehicle mass and center-of-gravity position) (square frame 8) and produce an indicating device parameter S (square frame 4).
Tumble stabilization system in this example, only use existing ESP sensing device 2, not only be used for discerning the dangerous driving cycle of tumbling, but also be used for estimating vehicle mass m and height of gravitational center h Sp(an additional sensing device also can be set, can be enough it measure parameter (m, the h that is asked Sp)).
ESP sensing device 2 is particularly including wheel speed sensor, a steering angle sensor, a lateral acceleration sensor, a Yaw rate sensor etc.Sensor signal is processed in square frame 7, and want inference elimination and filtering this moment especially, preferably also carries out the credibility monitoring of sensor signal.
Selected signal, i.e. transverse acceleration a y, gradient d Ay/ dt and other parameters P when needing are input in the square frame 4.Described just as the front to Fig. 2, calculate the indicating device parameter S therein, be used for startup or the releasing that control stiffness intervenes.This moment, the indicating device parameter S was also determined the intensity that stability is intervened.
The different loading situation of vehicle also is provided with a square frame 8 in addition when stablizing in order to consider to tumble.Square frame 8 comprises can be used for estimating vehicle mass m (or the information that can be derived by vehicle mass) and vehicle's center of gravity height h SpAlgorithm.The estimated parameter m, the h that are asked SpEspecially by transverse acceleration a y, vehicle wheel rotational speed n, engine torque and yaw rate ask it.
Estimated valve m, h SpInput to the stability regular system that tumbles at last, and be used for changing the characteristic of algorithm, such as a threshold value (a Y, krit), one regulate deviation (for example being used for the wheel revolutional slip) or one and regulate parameter (for example lock torque or engine torque).Also can revise the indicating device parameter S.Therefore, the characteristic of algorithm is vehicle mass m and/or vehicle's center of gravity position h SpA function.So, at the high tendency of tumbling, just big vehicle mass m or high center of gravity h SpThe time, can import the stability intervention ahead of time, or the employing ratio hangs down the comparatively intervention of intensity when tumbling tendency.
For example in braking or accelerator, act on equilibrium of forces on the vehicle by foundation, and consider that vehicle quickens and the situation of slowing down under, find out vehicle mass m.
Center of gravity is in z-direction (vertical direction), still in the position of vertical (forward and backward) of vehicle, can both for example pass through the characteristic velocity v of vehicle ChEstimate.Characteristic velocity v ChBe to describe vehicle from a parameter that turns to situation.Ackermann-formula according to calculated vehicle yaw d ψ/dt by so-called " single track model " then has:
dψ / dt = v x · δ R l · ( 1 + v x 2 : v ch 2 )
V wherein xFor vehicle at speed longitudinally, δ RBe steering angle, 1 is wheelspan, v ChBe characteristic velocity.
Under the situation of general traveling gear structure, vehicle shows the driving cycle of serious understeer when center of gravity moves up, thereby has a less characteristic velocity v Ch, vice versa.When center of gravity (under the situation that quality and height of gravitational center remain unchanged) is mobile backward, then in contrast, the driving cycle of the less performance understeer of vehicle, thus a higher characteristic velocity v had Ch, vice versa.
From above-mentioned relation, by estimating characteristic velocity v ChCan draw at least one information about vehicle's center of gravity position and vehicle loading distribution.Therefore, according to estimated characteristic velocity whether than nominal value v Ch, nominal(for example not having loading) is greatly still little, can foretell the position of mass cg.Following form passes through characteristic velocity v ChEstimation provided the overview of qualitative prophesy.First form is little loading example, and second form is to load example greatly.
Little loading The load middle part The load rear portion
The top load center of gravity v ch＜v ch-nominal v ch＜v ch-nominal
Low load center of gravity v ch≈v ch-nominal v ch＞v ch-nominal
The high loading The load middle part The load rear portion
The top load center of gravity v ch＜＜v ch-nominal v ch＜v ch-nominal
Low load center of gravity v ch≈v ch-nominal v ch＞＞v ch-nominal
When height of gravitational center also can be selected by turning driving, the wheel support power of turning medial and lateral wheel was estimated.When high quality center of gravity (promptly high load), height during subquality center of gravity under the same transverse acceleration situation of the wheel support force rate of turning outboard wheels.Because the raising of slide-out tendency, under the situation of high quality center of gravity, the wheel of turning medial seriously unloads.Therefore, by the ratio F of the wheel support power of turning medial and lateral wheel Nl/ F NrCan estimate the height of vehicle's center of gravity qualitatively.
Fig. 4 is illustrated in left and right (subscript 1, r; F herein Bl=F Br) wheel supporting power ratio F on the wheel Nl/ F NrCurve with wheel revolutional slip λ.At moment t 0In the past, the vehicle straight-line travelling, turnon left travels then.This moment turning medial the wheel revolutional slip λ of left wheel l(driving or brake slip) increases, and right-hand wheel reduces.Wheel support force rate value F Nl/ F NrCorresponding reduction, as shown in the figure.Utilize the relation of wheel support force rate value and transverse acceleration, can also estimate height of gravitational center.
Fig. 5 represents transverse acceleration a YAR(this moment, the trailing wheel of turning medial lifted from ground) and height of gravitational center h Sp(at critical transverse acceleration a Y-kritThe time, slide-out) between relation.As can be seen, transverse acceleration a YARWith height of gravitational center h SpIncrease and reduce, (see deceleration/decel a by additional brake x) further reduce.Therefore, can learn that trailing wheel lifts, thereby estimate the height of center of gravity.
By the combination of two kinds of definite height of gravitational center methods, can make estimated height of gravitational center be able to qualitative improvement, reach a higher availability.
Reference numerals list
1 control instrument
2 ESP sensing devices
3 exciters
4 calculate the function of indicator parameter
The 5 stability regular systems that tumble
6 additional sensing devices
7 signal conditioning
The estimation of 8 quality and center of gravity
9 brake system
10 engine management systems
S indicating device parameter
F NWheel support power
F BThe wheel tangential force
The m vehicle mass
h SpHeight of gravitational center
a yTransverse acceleration
a xLongitudinal acceleration
The p parameter
The n vehicle wheel rotational speed
λ wheel revolutional slip

Claims (11)

1. when critical driving cycle, make the stable method of slide-out, the stability regular system that wherein tumbles (4,5,8) utilizes an excitor (3,9,10) to intervene under steam when criticality, so that make vehicle stabilization, it is characterized in that, find out vehicle mass (m), and, estimate about vehicle's center of gravity (h according to vehicle mass (m) the stability regular system (4,5,8) that implements to tumble Sp) information, and according to vehicle mass (m) with about vehicle's center of gravity (h Sp) the information stability regular system (4,5,8) that implements to tumble, by estimated characteristic velocity (v Ch) derive about vehicle's center of gravity (h Sp) information.
2. method according to claim 1 is characterized in that, utilizes algorithm (8) to estimate vehicle mass (m).
3. method according to claim 1 is characterized in that, the wheel support force rate value (F of opposed wheel during by turning driving N1/ F Nr), try to achieve about vehicle's center of gravity (h Sp) information.
4. method according to claim 1 is characterized in that, by estimated characteristic velocity (v Ch) and the wheel support force rate value (F of opposed wheel during turning driving N1/ F Nr), try to achieve about vehicle's center of gravity (h Sp) information.
5. method according to claim 1, it is characterized in that, an indicating device parameter (S) that is used for starting or clearing up the stability intervention, or a features characteristic of the stability regular system that tumbles (4,5,8), determine or according to vehicle mass (m) with about vehicle's center of gravity (h according to vehicle mass (m) Sp) information be determined.
6. method according to claim 1, it is characterized in that, regulate threshold value for one, of regulating deviation or the stability regular system that tumbles (4,5,8) regulates parameter, determines or according to vehicle mass (m) with about vehicle's center of gravity (h according to vehicle mass (m) Sp) information determine.
7. make the stable driving dynamics control system of slide-out during critical driving cycle, comprise a control instrument (1) that the stability regular system that tumbles (4,5,8) is housed, find out motoring condition parameter (a for one yDay/d t, P, n) known the tumbling of the sensing device of actual value (2) and carried out the excitor (3) that stability is intervened during criticality, it is characterized in that, find out information by means of sensing device (2), and set up the stability regular system that tumbles (4,5) about vehicle mass (m), making the regulating control state is the function of vehicle mass (m), estimates about vehicle's center of gravity (h Sp) information, and according to vehicle mass (m) with about vehicle's center of gravity (h Sp) the information stability regular system (4,5,8) that implements to tumble, by estimated characteristic velocity (v Ch) derive about vehicle's center of gravity (h Sp) information.
8. driving dynamics control system according to claim 7 is characterized in that, control instrument (1) comprises an algorithm (8) of estimating vehicle mass (m).
9. driving dynamics control system according to claim 7 is characterized in that, control instrument (1) comprises that an estimation is about vehicle's center of gravity (h Sp) algorithm (8) of information, wherein this information is considered with vehicle mass (m) when stablizing tumbling.
10. driving dynamics control system according to claim 9 is characterized in that, about vehicle's center of gravity (h Sp) information by estimated characteristic velocity (v Ch) derive.
11. driving dynamics control system according to claim 7 is characterized in that, a sensing device (2,6) is set, can be in the hope of the wheel support force rate value (F of opposed wheel with it N1/ F Nr).
CNB2004800313759A 2003-10-24 2004-09-15 The driving dynamics control system that is complementary with the vehicle loading situation Expired - Fee Related CN100554016C (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10349635 2003-10-24
DE10349635.1 2003-10-24
DE102004006696.5 2004-02-11

Publications (2)

Publication Number Publication Date
CN101119864A CN101119864A (en) 2008-02-06
CN100554016C true CN100554016C (en) 2009-10-28

Family

ID=34529756

Family Applications (1)

Application Number Title Priority Date Filing Date
CNB2004800313759A Expired - Fee Related CN100554016C (en) 2003-10-24 2004-09-15 The driving dynamics control system that is complementary with the vehicle loading situation

Country Status (1)

Country Link
CN (1) CN100554016C (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012214827B4 (en) * 2012-08-21 2023-05-11 Robert Bosch Gmbh Method for operating a vehicle, control and/or regulating device for carrying out such a method and vehicle with such a control and/or regulating device
US10570839B2 (en) * 2012-11-29 2020-02-25 Ford Global Technologies, Llc System and method for improving vehicle performance
DE102014207628A1 (en) * 2014-04-23 2015-10-29 Continental Teves Ag & Co. Ohg Method for determining an offset of an inertial sensor
EP3426531B1 (en) * 2016-03-07 2020-04-01 Volvo Truck Corporation A method of adjusting an estimated value of the height of the gravity center of a vehicle
DE102016116856A1 (en) * 2016-09-08 2018-03-08 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH System and method for adjusting a height of at least a part of a commercial vehicle
GB2565851B (en) * 2017-08-25 2022-05-04 Haldex Brake Prod Ab Braking system
DE102017220860A1 (en) * 2017-09-28 2019-03-28 Continental Teves Ag & Co. Ohg Method for determining the position of the center of gravity of a vehicle
CN111186445B (en) * 2020-01-20 2021-11-30 北京主线科技有限公司 Lateral control method and system for automatic driving vehicle
CN113335381B (en) * 2021-06-18 2022-04-01 东风汽车集团股份有限公司 Full-dynamic control device and method for toe-in camber of multi-link suspension

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4480714A (en) * 1982-03-05 1984-11-06 Toyo Umpanki Co., Ltd. System for preventing carrier from turning sideways
US5825284A (en) * 1996-12-10 1998-10-20 Rollover Operations, Llc System and method for the detection of vehicle rollover conditions
EP1046571A2 (en) * 1999-04-23 2000-10-25 DLR Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for avoiding roll-over of road vehicles
US6424907B1 (en) * 1998-07-17 2002-07-23 Continental Teves Ag & Co., Ohg Method and device for determining and detecting the overturning hazard of a vehicle
US6498976B1 (en) * 2000-10-30 2002-12-24 Freightliner Llc Vehicle operator advisor system and method
US20030050741A1 (en) * 2001-06-23 2003-03-13 Wolf-Deitrich Bauer Method for the avoidance of rollover phenomena in semitrailers
EP1319535A2 (en) * 2001-12-15 2003-06-18 MAN Nutzfahrzeuge Aktiengesellschaft Method for the on board determination of the existing rolling moment and/or the actual height of the centre of gravity of a vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4480714A (en) * 1982-03-05 1984-11-06 Toyo Umpanki Co., Ltd. System for preventing carrier from turning sideways
US5825284A (en) * 1996-12-10 1998-10-20 Rollover Operations, Llc System and method for the detection of vehicle rollover conditions
US6424907B1 (en) * 1998-07-17 2002-07-23 Continental Teves Ag & Co., Ohg Method and device for determining and detecting the overturning hazard of a vehicle
EP1046571A2 (en) * 1999-04-23 2000-10-25 DLR Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for avoiding roll-over of road vehicles
US6498976B1 (en) * 2000-10-30 2002-12-24 Freightliner Llc Vehicle operator advisor system and method
US20030050741A1 (en) * 2001-06-23 2003-03-13 Wolf-Deitrich Bauer Method for the avoidance of rollover phenomena in semitrailers
EP1319535A2 (en) * 2001-12-15 2003-06-18 MAN Nutzfahrzeuge Aktiengesellschaft Method for the on board determination of the existing rolling moment and/or the actual height of the centre of gravity of a vehicle

Also Published As

Publication number Publication date
CN101119864A (en) 2008-02-06

Similar Documents

Publication Publication Date Title
US6349247B1 (en) Method and device for stabilizing a motor vehicle in order to prevent it from rolling over
CN100441437C (en) Vehicle stability control system
CN1325298C (en) Method and device for controlling vehicle
CN102282052B (en) Vehicle condition estimating device
US6494281B1 (en) Method and device for stabilizing a vehicle
EP2042356B1 (en) Suspension control apparatus
CN102381152B (en) Suspension control apparatus
CN104417564B (en) Vehicle behavior control device
CN101932462B (en) Vehicular damping force control device
US20070112477A1 (en) Optimization of a vehicle dynamics control using tire information
CN104553666A (en) Suspension system
JP2007131301A (en) Method for stabilizing vehicle subject to rollover
CN104395116A (en) Suspension control device
US20220396112A1 (en) Method to control the active shock absorbers of a road vehicle featuring the lowering of the centre of gravity
US20220396111A1 (en) Method to control the active shock absorbers of a road vehicle featuring the adjustment of the roll angle and of the pitch angle
JP2007523780A (en) Method and vehicle dynamics control system for rollover stabilization
CN111267835A (en) Four-wheel independent drive automobile stability control method based on model prediction algorithm
US20050065695A1 (en) Method for determining an estimate of the mass of a motor vehicle
EP2815904B1 (en) Vehicle height estimation device and vehicle height estimation method
KR100517208B1 (en) Method for controlling anti-roll/anti-yaw of vehicles
US20070021887A1 (en) Method and system for controlling a yawing moment actuator in a motor vehicle
CN100554016C (en) The driving dynamics control system that is complementary with the vehicle loading situation
CN105722701B (en) Method for providing adjustable parameter
WO2019130600A1 (en) Vehicle control device and vehicle
JPH06147963A (en) Ground contact load estimating device, longitudinal acceleration calculating device, and transverse acceleration calculating device

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
C14 Grant of patent or utility model
GR01 Patent grant
CF01 Termination of patent right due to non-payment of annual fee
CF01 Termination of patent right due to non-payment of annual fee

Granted publication date: 20091028

Termination date: 20200915