CN111601729A - 用于借助转矩矢量分配防止机动车辆的侧翻的方法 - Google Patents
用于借助转矩矢量分配防止机动车辆的侧翻的方法 Download PDFInfo
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Abstract
本发明涉及用于在发生横向载荷变化的情况下防止机动车辆的侧翻的方法,其中,机动车辆具有单轮驱动器,该单轮驱动器被设计成对被横向载荷变化影响的车轮(70,71)独立于机动车辆的至少一个其他的车轮(70,71)进行驱动,所述方法包括以下方法步骤:在发生横向载荷变化的情况下检测机动车辆的临界状态;经由单轮驱动器(150,151)对机动车辆的被横向载荷变化影响的车轮(70,71)施加驱动转矩(T驱动),以这种方式来引起被横向载荷变化影响的车轮(70,71)滑移;以及使机动车辆的被横向载荷变化影响的车轮(70,71)在行进方向(x)上转向,以这种方式使得能够防止汽车的侧翻。
Description
技术领域
本发明涉及用于在发生横向载荷变化的情况下防止机动车辆的侧翻的方法,该方法具有权利要求1的前序部分中的特征,并且本发明涉及机动车辆的线控转向式系统,该线控转向式系统具有权利要求8的前序部分中的特征。
背景技术
在线控式转向系统中,转向车轮的位置不直接联接至转向输入装置,例如不直接联接至方向盘。方向盘与转向车轮之间经由电信号而存在连接。驾驶员的转向请求由转向角传感器获取,并且根据驾驶员的转向请求借助转向致动器控制转向车轮的位置。
为了避免不稳定的驾驶状况、例如转向过度或转向不足,已知所谓的“转矩矢量分配”,其中,驱动转矩借助特别设计的差动传动装置而在左车轮和右车轮之间分布,由此以便抵消转向不足或转向过度。因此,如果在驱动力被引导至在偏转力矩方面具有最大减小量的车轮时的不稳定的驾驶状况下制动车轮,也就是说,如果发生转向不足,则控制器经由单独的离合器向位于弯道外侧的转向车轮施加更大的驱动力,并且因此车辆被“推”入弯道中。严重的横向载荷变化可能导致位于弯道内侧的车轮同时完全释放载荷,而位于弯道外侧的车轮则完全被加载。被加载的车轮可能会传递足以使机动车辆翻倒的横向力。
从现有技术中已知侧翻稳定(ARS),其中,位于弯道外侧的前车轮在危急状况下或在有侧翻风险的情况下被制动,使得所述车轮上的侧向力减小。同时,制动所述车轮引起了绕车辆的竖向轴线的偏转力矩,所述偏转力矩抵消车辆的转弯。侧向力的减小和偏转力矩的产生减小了横向加速度,因此使得可以降低侧翻的风险。该解决方案已被证明是不利的,因为车辆经由前车轮而在转向不足的情况下滑出弯道,另外,车辆速度由于制动而降低。
发明内容
本发明的目的是提出用于在发生严重的横向载荷变化的情况下防止机动车辆侧翻的改进的方法和线控式转向系统。
该目的通过具有权利要求1的特征的用于防止机动车辆在发生横向载荷变化情况下侧翻的方法以及通过具有权利要求8的特征的用于机动车辆的线控式转向系统而实现。
据此,提供一种用于在发生横向载荷变化的情况下避免机动车辆侧翻的方法,其中,机动车辆具有单轮驱动器,该单轮驱动器被设计为对被横向载荷变化加载的车轮独立于机动车辆的至少一个其他的车轮进行驱动,其中,提供以下方法步骤:
·在发生横向载荷变化的情况下识别机动车辆的临界状态,
·通过单轮驱动器向机动车辆的被横向载荷变化加载的车轮施加驱动转矩,以这种方式来引起被横向载荷变化加载的车轮滑移,以及
·使机动车辆的被横向载荷变化加载的车轮在行进方向的方向上转向,以这种方式使得能够防止机动车辆的侧翻。
通过所述方法使机动车辆滑移,但是不会翻倒。驱动转矩优选地是机动车辆的最大转矩。在此优选的是,驱动转矩在行进的方向上驱动被横向载荷变化加载的车轮。
在优选的实施方式中,驱动转矩的施加和被横向载荷变化加载的车轮的转向发生持续有限的时间段,该时间段至少和临界状态持续的时间一样长。
特别地,所述有限的时间段在0.1s至0.3s之间的范围内。
在优选的实施方式中,驱动转矩的施加和被横向载荷变化加载的车轮的转向在机动车辆转向系统的自动转向状态下发生。
在转弯的情况下,被横向载荷变化加载的车轮是位于弯道外侧的车轮。
此外,提供了机动车辆的线控式转向系统,该线控式转向系统具有带有两个可转向车轮的可转向前车轮车轴,其中,前车轮车轴具有单轮驱动器,该单轮驱动器使用驱动控制器而独立驱动分配给可转向车轮的车轮驱动器,并且其中,设置有电动转向致动器,该电动转向致动器控制可转向车轮的位置,其中,驱动控制器和转向致动器被设计为执行先前描述的方法。
附图说明
下面将参照附图更详细地解释本发明的优选实施方式。附图中,相同的或相同地作用的部件由相同的附图标记表示。在附图中:
图1:示出在前车轴上具有两个单独的车轮驱动器的线控式转向系统的示意图,
图2:以俯视图示出线控式转向系统的示意图,
图3:示出用于启动位于弯道外侧的车轮的转矩和车轮转向角度的时间曲线图,
图4:示出作用在机动车辆上的力的示意图,以及
图5:示出轮胎横向力根据驱动转矩的曲线图。
具体实施方式
图1示出线控式转向系统1。旋转角度传感器(未示出)安装在转向轴2上,并且感测驾驶员的由转动转向输入装置3施加的转向角度,该转向输入装置3在示例中被设计为方向盘。然而,也可以附加地检测转向转矩。此外,反馈致动器4安装在转向轴2上并且用于模拟从道路到方向盘3的反馈效果,并且因此用于给驾驶员提供关于车辆的转向行为和驾驶性能的反馈。驾驶员的转向请求借助于转向轴2的旋转角度经由信号线传输至转向控制单元5,转向轴2的旋转角度由旋转角度传感器测量,所述转向控制单元5根据另外的输入变量启动电动转向致动器6,电动转向致动器6控制转向车轮70、71的位置。转向致动器6经由转向杆转向机构8、例如齿条转向机构并且经由拉杆9和其他部件间接地作用在转向车轮70、71上。可转向车轮70、71分配有驱动马达10,该驱动马达10以单轮驱动器的形式单独驱动车轮70、71。驱动控制器11参考由旋转角度传感器测量的转向轴2的旋转角度和进一步的信号来确定用于可转向车轮70、71的驱动转矩,并且对应地启动相应的驱动马达10。
图2示意性示出具有两个车轴的机动车辆,其中,可转向车轮70、71的驱动器布置在前车轴12上。前车轴12相对于行进的方向包括经由齿条转向机构的齿条13连接至彼此的第一可转向车轮71和第二转向车轮70。当齿条13相对于行进方向x横向地左右移动时,车轮绕相应的枢转点140、141枢转。第一驱动马达10布置在行进方向上的左边并且第二驱动马达10布置在行进方向上的右边。车轮驱动马达10经由相应的驱动轴连接至可转向车轮70、71。车轮驱动马达10优选是电动马达。驱动控制器11经由第一信号线S1启动第一驱动马达10并且经由第二信号线S2启动第二驱动马达10。另外,驱动控制器11经由信号线S3接收关于后车轴的状态的信息。车辆以速度v在行进方向x上运动。
参照机动车辆的测量的横向加速度以及质量、轨道宽度和重心高度的已知的变量来识别可能导致机动车辆侧翻的临界载荷变化。当识别临界状态时,发生从手动转向状态到自动转向状态的变化。“手动转向状态”在这种情况下被理解为指驾驶员通过致动方向盘来转动车轮。辅助系统可以影响车轮的转动。相反,在自动转向状态下,线控式转向系统接管车轮的启动,而与在方向盘上的转向输入无关。自动转向状态维持有限的时间段Δt,特别地维持与临界状态持续的时间一样长的时间,优选地在0.1s至0.3s之间的范围内。
在自动转向状态期间,转矩T驱动和车轮转向角度施加至位于弯道外侧的被加载车轮。图3示出了转矩T驱动和车轮转向角度的时间曲线。驱动转矩T驱动在行进方向x上旋转被加载的车轮。施加的驱动转矩T驱动优选是转矩驱动马达10的最大可用转矩,并且该转矩也可以短暂地超出持续转矩。由此引起被加载的车轮滑移。术语“滑移”理解为指在车辆车轮加速期间车轮的表面速度不同于车辆速度v时的状态。驱动滑移限制了可以通过车轮施加至道路的横向力。车辆车轮开始滑移。所有车轮在此与道路表面接触。因此可以防止车辆的倾斜。在驱动转矩峰值期间,由于较小的车轮转向角度产生较小的横向加速度并且由此也产生较小的横向力FQ,因此从动轮在行进方向的方向上稍微向后转向使得车辆上的横向力不会进一步增加。车轮只会向后转向到一定程度使得车辆不再倾斜,即在向后转向操作期间不一定达到行进方向。
在接合时间段Δt的期间,车辆要脱离车辆可能发生倾翻的状态。
如图4所示,以下关系适用于此处:
FQ*h=Fm*b/2,其中,根据力的等式:
在横向方向上:FQ=FR
在竖向方向上:FN=FM=m*g,
其中,m是车辆质量,g是重力加速度,以及b对应于从车辆中心点到车轮中心点的宽度,以及h是从道路到车辆中心点的高度。在这种状态下,车辆尚未倾斜。然而,车辆处于关于倾斜的极限状态。因此,随后必须减小车辆车轮与道路之间的轮胎横向力FR。针对这个目的,存在如下关系:驱动滑移减小可以被传递的轮胎横向力FQ。旋转的车辆车轮由此将在被加载侧上传递较小的横向力,并且因此,车辆沿着较大的弯曲半径在横向方向上滑移。
为了减小轮胎横向力FR,必须增加驱动转矩T驱动。轮胎力与驱动转矩之间的关系如图5所示。
为了增加弯曲半径,必须减小车辆横向力FQ。
FQ=m*ay,
其中,l=沿着同一车辆侧部的前车轮的车轮中心点和后车轮的车轮中心点之间的轴向距离;m是车辆质量,v是车辆速度,并且vch是特征速度。
Claims (8)
1.一种用于在发生横向载荷变化的情况下防止机动车辆侧翻的方法,其中,所述机动车辆具有单轮驱动器,所述单轮驱动器被设计为对被所述横向载荷变化加载的车轮(70,71)独立于所述机动车辆的至少一个其他的车轮(70,71)进行驱动,其特征在于,提供以下方法步骤:
·在发生横向载荷变化的情况下识别所述机动车辆的临界状态,
·通过单轮驱动器(150,151)向所述机动车辆的被所述横向载荷变化加载的所述车轮(70,71)施加驱动转矩(T驱动),以这种方式来引起被所述横向载荷变化加载的所述车轮(70,71)滑移,以及
·使所述机动车辆的被所述横向载荷变化加载的所述车轮(70,71)在行进方向(x)的方向上转向,以这种方式使得能够防止所述机动车辆的侧翻。
2.根据权利要求1所述的方法,其特征在于,所述驱动转矩(T驱动)是驱动马达(10)的最大转矩。
3.根据权利要求1或2所述的方法,其特征在于,所述驱动转矩(T驱动)在所述行进方向(x)上驱动被所述横向载荷变化加载的所述车轮(70,71)。
4.根据前述权利要求中的一项所述的方法,其特征在于,所述驱动转矩(T驱动)的施加和被所述横向载荷变化加载的所述车轮的转向发生持续有限的时间段(Δt),所述时间段(Δt)至少和临界状态持续的时间一样长。
5.根据权利要求4所述的方法,其特征在于,所述有限的时间段(Δt)在0.1s至0.3s之间的范围内。
6.根据前述权利要求中的一项所述的方法,其特征在于,所述驱动转矩(T驱动)的施加和被所述横向载荷变化加载的所述车轮(70,71)的转向在所述机动车辆的转向系统的自动转向状态下发生。
7.根据前述权利要求中的一项所述的方法,其特征在于,被所述横向载荷变化加载的所述车轮(70,71)是位于弯道外侧的车轮。
8.一种机动车辆的线控式转向系统,所述线控式转向系统具有带有两个可转向车轮(70,71)的可转向前车轮车轴(12),其中,所述前车轮车轴(12)具有单轮驱动器,所述单轮驱动器使用驱动控制器(11)独立驱动分配给所述可转向车轮(70,71)的车轮驱动器(150,151),并且其中,设置有电动转向致动器(6),所述电动转向致动器(6)控制所述可转向车轮(70,71)的位置,其特征在于,所述驱动控制器(11)和所述转向致动器(6)被设计为执行根据权利要求1至7中的一项所述的方法。
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