CN102730001A - 触发车辆的主动装置的方法和设备 - Google Patents
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Abstract
触发车辆的主动装置的方法和设备。通过参照超过阈值侧倾率的估计的车辆侧倾率触发车辆的主动装置,例如座椅安全带张紧器。估计的车辆侧倾率可以根据车辆速度被调节,并且根据车辆横向加速度、转向轮角度以及转向轮速度的输入被判定。
Description
技术领域
本发明涉及响应于车辆的横向加速度(若干横向加速度)控制所述车辆的一个或更多个主动装置,特别是,在车辆的横向加速度导致车身的侧倾率超过预定阈值的情况下。在车辆的转弯期间经历横向加速度。本发明的方面涉及方法、系统以及车辆。
背景技术
已知根据某一检测到的阈值配置车辆的主动装置。该主动装置可以包括诸如用于在驾驶期间增强乘员舒适性的主动座椅安全带张紧器、主动座椅衬垫或其它的可重调装置之类的乘员限制器。
可以通过例如靠近障碍物或响应于达到预定速度来判定阈值。
车辆乘员在转弯力的作用下将趋向于在车辆座椅中移动,并且理想地是,应当在该运动开始之前配置主动装置。
然而,随着测量的参数朝向阈值增大,可能存在在主动装置的配置方面不可避免的延迟,并且将需要提供补偿,由此,在车辆使用的某一状况下消除或至少改善该延迟。
特别地,车辆的横向加速度通常就在车辆退出转弯之前达到峰值,因此响应于较高转弯力会在车辆的主动装置的致动或配置方面引起固有的延迟,其中,在阈值处触发装置。由于当车辆退出而不是进入转弯时加速度值达到峰值,所以单独的横向加速度不适合表示转弯事件的类别。
因此,车辆乘员通常随着主动装置被配置而相对于车辆的内部移动,并且通常被锁定的座椅安全带突然制阻。由于将重复地配置主动装置(若干主动装置),所以该解决方案对于乘员舒适性不是最优化的,并且如果阈值设定得太低,则可能会刺激人。另一方面,随着主动装置起作用,较高阈值允许在配置之前乘员的更大运动,以及对应的更高接触载荷。
所需的是,较早指示转弯事件的类别,使得这种主动装置的致动对主动装置而言可以有足够的时间发生,以致以及时的方式配置,并且对车辆和/或车辆乘员起到比较能接受的作用。分类意味着测量转弯对车辆和乘员的增大的作用。因此,对于给定的车辆速度,较大半径转弯可具有低类别,而较小半径转弯可具有高类别。理想的是,解决方案应当具有较小数量的测量变量或输入,以便于对触发车辆的主动装置所需要的快速计算/评估。
本发明的目的是解决该问题。本发明的其它目的和优点从下列描述、权利要求以及附图中将变得显而易见。
发明内容
因此,本发明的方面提供如在所附的权利要求中所要求的方法、系统以及车辆。
根据本发明寻求保护的一个方面,提供触发车辆的主动装置的方法,该方法包括如下步骤:重复地提供车辆的横向加速度的第一输入;提供转向角的第二输入;提供转向角的变化率的第三输入;根据所述第一输入、所述第二输入以及所述第三输入判定估计的车辆侧倾率;应用阈值侧倾率;以及如果所述估计的车辆侧倾率超过所述阈值侧倾率,则触发车辆的主动装置。
有利地,车身的侧倾率提供用于在转弯操纵期间配置诸如主动座椅安全带张紧器或主动座椅衬垫之类的可重调装置。其是因为车身侧倾率的增大通常先于车辆横向加速度的增大。
应当理解,可以参照时钟信号根据所述第二输入的变化计算所述第三输入。例如,转向角可以作为电子输入提供至车辆的电子控制单元(ECU),并且转向角的变化率可以参照ECU的内部时钟信号计算。转向角可以由车轮转向位置的传感器提供。
可以通过对横向加速度、转向角以及转向角的变化率的输入应用合适的算法来判定估计的车辆侧倾率,例如,通过转向轮相对于向前直走状况的角转动的位置和速度。可替代地,可以参照查找表根据这些输入判定估计的侧倾率,参照单个车辆或车辆模型根据经验的导出值存储在该查找表中。
被选择用于判定估计的车辆侧倾率的特定方法和手段取决于所述的车辆或车辆模型,并且将由使用适当知识和判断的技术人员选择。本发明特别地涉及应用转向轮角度(例如从向前直走状况的偏离)和转向角的变化率,以给出一个或更多个阈值可以应用于其的侧倾率的估计。
转向角用作输入允许忽视小的偏差,因此,较小转向运动和校正可以被过滤掉,以避免主动装置(若干主动装置)的不必要操作。类似地,转向角的变化率的输入允许判定方向命令的严重度。
因此,在一个实施方式中,除非转向角和转向角的变化率超过相应预先选择的最小值,否则可停用该方法。
连续的阈值可以被应用,以使主动装置(若干主动装置)的配置速度和/或速率能够变化。通常,转弯的类别越大,配置就越快。若干速度阈值的使用还可以允许在主动装置的致动之后的释放速度和/或速率改变。因此,当释放或加载装置时,在负面意义上可超过速度阈值。
通常,阈值侧倾率和阈值速度可以被用于致动主动座椅安全带张紧器,增大座椅安全带张力以减少安全带松弛,和/或以增大的速度使座椅安全带张紧,和/或使座椅衬垫重新定位和/或调解座椅衬垫的硬度。
在实施方式中,方法包括测量车辆速度以及判定对应的经调节的估计的车辆侧倾率的另外的步骤,阈值侧倾率应用于经调节的估计的车辆侧倾率。
这些步骤使转弯的类别能够随着车辆速度的增大而变化,并且因此更紧密地接近车辆的理想的控制特性。因此,以较高速度进行较大半径转弯可以表示与以更低速度进行的更小半径转弯的类别相同的类别。然而,以较低速度进行的较大半径转弯将表示与以较高速度进行的较小半径转弯的类别(类别:高)非常不同的类别(例如,低)。
在该说明书中,主动装置是通常由电动马达致动的装置,该装置响应于车辆状态的变化改变状态。
此处公开的本发明通常在车辆的电子控制单元(ECU)中实现,电子控制单元(ECU)使用经由CAN总线网络或等同替代传输的信号。
在本申请的范围内,设想在前面的段落中、在权利要求中和/或在下列描述和图中阐述的各个方面、实施方式、示例、特征以及替代可以独立地或以它们的任意组合被采用。
附图说明
现在将参照附图仅通过示例描述本发明,在所述附图中:
图1是示意出本发明的一个实施方式的方块图;
图2以曲线图示意出车辆在三个连续转弯中的横向加速度;以及
图3以曲线图示意出计算出的用于图2的转弯的侧倾率和应用到图1的实施方式的效果。
具体实施方式
参照附图,图1包括具有表示车辆横向加速度(12)、车辆速度(13)、转向轮角度(14)以及转向轮速度(15)的电子输入的计算模块(11)。
从安装在车辆上的诸如加速计之类的合适的传感器提供车辆横向加速度。可以例如从与道路车轮转速传感器相关联的脉冲计数器以任何合适的方式提供车辆速度。转向轮角度表示转向轮从向前直走状况的偏离,是转向角的测量,并且可以例如通过电位计或旋转编码器被检测。转向轮速度通过将转向轮位置的变化与时钟信号进行比较来计算,并且是转向角的变化率的测量。所需输入12至15中的一些或所有的可以从车辆CAN总线等上的信号获得或来源于车辆CAN总线等上的信号。
例如微处理器的计算模块(11)以适当的方式判定估计的车辆侧倾率(16)。例如,输入12,14和15可以允许来自查找表的侧倾率的插值,该查找表包含对所述车辆根据经验判定的值。计算模块(11)可以应用算法,根据该算法判定理论的车辆侧倾率,并且一些输入可以比其它的输入占更大的比重,使得估计的车辆侧倾率适合所述的车辆或车辆模型。输入的次数低,因此可以快速地且不过度复杂地判定结果。
计算模块(11)进一步将灵敏度因数应用于估计的侧倾率,其取决于车辆速度。在更高的车辆速度下,对车辆的主动装置的配置或致动需要的可能性增加,灵敏度因数提供适当的补偿。
最后,计算模块(11)通常通过关联伴随着转向角的相对较大变化和转向角的相对较高变化率的相对较高横向加速度进一步识别适当类别的转弯。增加的类别通常使主动装置的更早配置成为必要。因此,估计的侧倾率被进一步调节,以致更紧密地接近适合于车辆的主动装置的配置或致动的可能实际状况,并且产生输出信号(16)。
通常,输出信号启动主动装置(若干主动装置)的配置,并且可包括多个水平,由此,以增大的速度和/或增大的速率配置主动装置(若干主动装置)。
在图1中,命令模块(18)应用一个或更多个触发点,以判定主动装置的致动或配置,并且输出(19)表示该配置。
图2表示在三个连续的不同转弯C1至C3中的横向车辆加速度。Y轴表示横向加速度(g)并且被相对于时间t绘制。第三转弯C3具有基本上较低的峰值横向加速度。第二转弯C2和第三转弯C3示出比在第一转弯C1中的横向加速度更快上升的横向加速度。
图3是经调节的侧倾率(r)相对于时间t的绘制图。触发水平表示用于车辆的一个或更多个主动装置的配置的阈值(17)。
转弯C1示出了低于阈值(17)并且与横向加速度的增大的较低速率相关联的低峰值经调节的估计的侧倾率,而转弯C2和C3示出了超过阈值(17)并且因此触发所需主动装置(若干主动装置)的峰值经调节的估计的侧倾率。
在图3中示意出仅一个阈值/触发(17),但是当然可以应用增大强度的若干阈值,例如以使座椅安全带张紧至若干载荷中的一个和/或以若干速度中的一个张紧,和/或以若干变化率中的一个张紧。因此,在示意出的示例中,较高阈值可允许在转弯C3中触发,但不允许在转弯C2中触发。
在本发明中,描述了涉及乘员限制器的主动装置。诸如车辆气动辅助件之类的其它主动装置也可根据本发明被致动,该些装置可以包括旨在增强车辆性能并且能够特别地参照较高车辆速度配置的翼面和扰流器。
其它的优点对于本领域一般技术人员而言将是显而易见的,本示例和实施方式被认为是说明性而非限制性的。本发明不限于此处给出的细节,而是可以在所附权利要求的范围和等同替代内被改型。
Claims (13)
1.一种触发车辆的主动装置的方法,所述方法包括:
提供所述车辆的横向加速度的第一输入;
提供转向角的第二输入;
提供转向角的变化率的第三输入;
根据所述第一输入、所述第二输入以及所述第三输入判定估计的车辆侧倾率;以及
如果所述估计的车辆侧倾率超过阈值侧倾率,则触发所述车辆的主动装置。
2.根据权利要求1所述的方法,其中,根据直接相关联所述第一输入、所述第二输入和所述第三输入的算法判定所述估计的车辆侧倾率。
3.根据权利要求1所述的方法,其中,根据直接相关联所述第一输入、所述第二输入和所述第三输入的查找表判定所述估计的车辆侧倾率。
4.根据任一前述权利要求所述的方法,所述方法具有多个阈值侧倾率,当连续的阈值侧倾率被超过时,所述主动装置被不同地触发。
5.根据权利要求4所述的方法,其中,不同的阈值侧倾率与下列中的一个或更多个相关联:
所述主动装置的不同施加载荷;
施加与所述主动装置相关联的载荷的不同速率;
所述主动装置的不同运动速度;以及
所述主动装置的速度的不同变化率。
6.根据任一前述权利要求所述的方法,所述方法还包括参照车辆速度调节所述估计的车辆侧倾率的步骤,如果经调节的估计的车辆侧倾率超过阈值侧倾率,则触发所述主动装置。
7.根据权利要求6所述的方法,其中,根据使所述估计的车辆侧倾率与车辆速度相关联的算法判定所述经调节的估计的车辆侧倾率。
8.根据权利要求6所述的方法,其中,根据使所述估计的车辆侧倾率与车辆速度相关联的查找表判定所述经调节的估计的车辆侧倾率。
9.根据任一前述权利要求所述的方法,其中,触发主动装置与座椅安全带张紧器和座椅衬垫中的一个或二者相关联。
10.根据权利要求1至9中的任一项所述的方法,所述方法在所述车辆的具有传感器的电子控制单元中实施,所述传感器提供表示横向车辆加速度、转向轮角度以及车辆速度的电信号,并且所述电子控制单元还具有在判定所述信号的变化率中使用的时钟参考。
11.一种用于车辆的系统,所述系统适于执行任一前述权利要求所述的方法。
12.一种具有如权利要求11所述的系统的车辆。
13.一种如此处参照附图描述构造和/或设置的系统、方法或车辆。
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DE102020006623A1 (de) * | 2020-10-28 | 2022-04-28 | Daimler Ag | Verfahren zur dynamischen Fixierung eines mit einem Sicherheitsgurt auf einem Fahrzeugsitz angeschnallten Insassen |
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GB201105279D0 (en) | 2011-05-11 |
GB2489594B (en) | 2013-07-31 |
GB201205456D0 (en) | 2012-05-09 |
US20130079997A1 (en) | 2013-03-28 |
GB2489594A (en) | 2012-10-03 |
EP2505434A2 (en) | 2012-10-03 |
GB201205519D0 (en) | 2012-05-09 |
EP2505434A3 (en) | 2013-08-07 |
EP2505434B1 (en) | 2016-11-09 |
US9275008B2 (en) | 2016-03-01 |
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