CN1298557C - 控制车辆的抗侧倾/抗横摆的方法 - Google Patents

控制车辆的抗侧倾/抗横摆的方法 Download PDF

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CN1298557C
CN1298557C CNB031549756A CN03154975A CN1298557C CN 1298557 C CN1298557 C CN 1298557C CN B031549756 A CNB031549756 A CN B031549756A CN 03154975 A CN03154975 A CN 03154975A CN 1298557 C CN1298557 C CN 1298557C
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高惟锡
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HL Mando Corp
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    • 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
    • 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
    • B60G17/0195—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 the regulation being combined with other vehicle control systems
    • 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
    • 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
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • 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
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0521—Roll rate
    • 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
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • 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
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • 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
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • 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
    • B60G2400/20—Speed
    • B60G2400/208—Speed of wheel rotation
    • 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
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • 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
    • B60G2800/85—System Prioritisation

Abstract

一种控制车辆侧倾和横摆运动的方法，包括如下步骤：通过将车辆的侧倾率与一侧倾率的预定阈值进行比较，确定是否需要抗侧倾控制，如果侧倾率大于侧倾率的预定阈值，进行抗侧倾控制；通过将车辆的实际横摆率和所希望横摆率之间的差值与横摆率阈值进行比较，确定是否需要抗横摆控制，如果实际横摆率和所希望横摆率之间的差值大于横摆率阈值，执行抗横摆控制。在抗侧倾控制期间，同时对车辆的左、右前轮减震器以及左、右后轮减震器进行硬控制。在抗横摆控制期间，同时对车辆的左、右前轮减震器进行硬控制并对左、右后轮减震器进行软控制。

Description

控制车辆的抗侧倾/抗横摆的方法
技术领域
本发明涉及一种控制车辆的侧倾/横摆(yaw)运动的方法，更具体地说，涉及一种通过调整安装在车辆上的前和后减震器的减震力而对车辆的抗侧倾/抗横摆进行优化的方法。
背景技术
通常，车辆配备有悬架系统，以便改善它的乘车舒适性和轮胎与路面附着稳定性效率。所述悬架系统包括弹簧和缓冲器，也就是减震器。
一般将减震器平行地安装在被设置在车身和车轮之间的弹簧上。减震器吸收车辆行驶时由作用在弹簧上的冲击所导致的车辆的振动。换句话说，减震器降低弹簧的垂直动能，从而改善乘车舒适性。
最近大量车辆使用能够控制减振力的可调减震器，以便进一步改善乘车舒适性。在此情况下，利用控制逻辑来控制减振力。
常规的使用这样一种控制逻辑的ECS(电控悬架)系统利用车轮的转向角度传感器、横摆率(yaw rate)传感器、侧向G(lateral G)传感器、车辆速度传感器、车轮速度传感器，以便获得抗侧倾控制，从而提供车辆的行驶稳定性。
然而即使车辆使用ECS系统，当道路表面很滑或需要紧急转向时，司机可能经历不足转向(under steering)或过度转向(over steering)现象。在此情况下，车辆可能不会象司机所希望的那样转向。因此为了阻止这种现象，除了抗侧倾控制之外，还需要抗横摆控制。
发明内容
因此本发明的主要目的是提供一种控制车辆的侧倾/横摆运动的方法，从而即使在不足转向或过度转向时，也能使车辆稳定转向。
根据本发明，提供一种通过控制车辆的前后车轮减震器提供车辆抗侧倾和抗横摆控制的方法所述前后车轮减震器包括左和右前轮减震器以及左和右后轮减震器，所述方法包括如下步骤：通过将车辆的侧倾率与一侧倾率的预定阈值进行比较，确定是否需要抗侧倾控制；如果侧倾率大于侧倾率的预定阈值，进行抗侧倾控制；在确定需要抗侧倾控制之后，通过将车辆的实际横摆率和所希望横摆率之间的差值与横摆率阈值进行比较，确定是否需要抗横摆控制；以及如果实际横摆率和所希望横摆率之间的差值大于横摆率阈值，执行抗横摆控制。
附图说明
通过下文结合优选实施例所进行的介绍，本发明的上述和其它目的以及特征将变得清楚。
图1是一个方框图，显示了使用本发明的车辆抗侧倾/横摆控制方法的装置；
图2是一个流程图，说明了符合本发明优选实施例的提供车辆的抗侧倾/抗横摆控制的方法。
具体实施方式
图1是一个方框图，显示了使用本发明的车辆抗侧倾/横摆控制方法的装置。
本发明的装置包括车轮的转向角度传感器10、横摆率传感器11、侧向G传感器12、车轮速度传感器13、车辆速度传感器14以及ECU(电控单元)15、前减震器调整元件16和后减震器调整元件17。
车轮的转向角度传感器10检测车辆的转向角，然后将所检测到的转向角数据提供给ECU单元15。此外横摆率传感器11测量车辆的横摆率，然后将所测量到的横摆率数据提供给ECU单元15。
同时侧向G传感器12检测车辆的侧向G，然后将所检测到的侧向G数据提供给ECU单元15。
车轮速度传感器13包括被设置在前后车轮上的四个车轮速度传感器，用于检测车轮速度，并将所检测到的车轮速度提供给ECU单元15。此外车辆速度传感器14估算车辆的速度，然后将所估算的数据提供给ECU单元15。
根据车轮的转向角度传感器10、横摆率传感器11、侧向G传感器12、车轮速度传感器13、车辆速度传感器14所提供的数据，ECU单元15控制前减震器调整元件16和后减震器调整元件17。
在随后的讨论中，将介绍符合本发明的控制车辆的侧倾/横摆运动的新颖性方法的基本概念。
如上所述，在路面很滑或需要紧急转向时，司机可能经历不足转向或过度转向现象。
这种不稳定驾驶条件可能取决于车辆类型、道路表面条件和减震器能力等。在正常的路面情况下，当转向盘每秒转动超过80度时，例如超过80公里/小时行驶速度的车辆可能变得不稳定。然而在下雪、下雨时的道路上，更容易出现不稳定状态。
不稳定状态的主要因素时道路表面条件以及转向角度。在本发明中，利用侧向G数据和车轮速度数据以及诸如轮胎花纹(tread)等车辆特性，ECU15检测路面条件。例如，如果侧向G传感器12所测量到的侧向G与通过使用车轮速度传感器数据和车辆特性所确定的侧向G之间的差值比预定标准大，从而确定路面滑。另一方面，ECU15使用车轮的转向角度传感器10所提供的转向角数据确定转向角度。
在这种不稳定状态下，车辆可能出现侧倾/横摆。因此需要抗侧倾和抗横摆。
为了实现抗侧倾/抗横摆控制的最佳化，需要确定优先级别。在抗侧倾和抗横摆控制之间，抗侧倾控制对于车辆的初始运动发挥主要作用。然而如果在车辆的整个运动期间，抗侧倾控制的优先级别始终高于抗横摆控制，可能导致出现下述问题，也就是抗横摆控制完全被弄乱。另一方面，如果在车辆的整个运动期间，抗横摆控制的优先级别始终高于抗侧倾控制，在初始运动期间，可能无法执行抗侧倾控制。因此需要适当地调整抗侧倾和抗横摆的优先级别以及输出模式。
图2是一个流程图，说明了符合本发明优选实施例的提供车辆的抗侧倾/抗横摆控制的方法。
首先，将侧倾率Rr与侧倾率的预定阈值Rth1进行比较(步骤20)，ECU15确定是否需要抗侧倾控制。此时使用车轮的转向角度传感器10和车辆速度传感器14所提供的数据，ECU15计算侧倾率Rr。预定阈值Rth1可以根据车辆特性变化，通常车辆以中速或高速进行转向，需要进行抗侧倾控制。
如果侧倾率Rr比侧倾率的预定阈值Rth1大，通过在初始运动期间利用前轮减震器调整元件16和后轮减震器调整元件17控制安装在车辆上的不同减震器，ECU15执行抗侧倾控制(步骤22)，而不执行抗横摆控制。
由于在初始运动期间，车辆的不足转向或过度转向现象可能不严重，不稳定状态期间车辆特性的测试和分析结果显示不需要抗横摆控制。换句话说，通过在初始运动期间使抗侧倾控制的优先级别高于抗横摆控制，可以保证车辆的初始稳定性。通过同时硬控制(hardcontroling)左、右前轮减震器以及左、右后轮减震器，可以执行本发明的抗侧倾控制，这里“硬控制”意味着减震器产生最大的减振力。
通过将实际横摆率Yr和所希望横摆率Yd之间的差值与横摆率阈值Yth1进行比较，ECU15确定是否需要抗横摆控制(步骤24)。利用横摆率传感器11测量实际横摆率Yr，通过使用诸如轮距的车辆特性以及车轮的转向角度传感器10、侧向G传感器12、车轮速度传感器13和车辆速度传感器14所提供的数据进行计算，获得所希望的横摆率Yd。横摆率阈值Yth1可以根据车辆特性改变。
如果实际横摆率Yr和所希望横摆率Yd之间的差值大于横摆率阈值Yth1，通过利用前轮减震器调整元件16和后轮减震器调整元件17控制安装在车辆上的不同减震器，ECU15进行抗横摆控制(步骤26)。
由于在后期运动期间，车辆的横摆(yawing)增加很大，测试和车辆特性分析的结果显示需要抗横摆控制。根据横摆量按比例调整抗横摆输出模式(output pattern)，不能执行本发明的抗横摆控制。相反，通过硬控制左、右前轮减震器并且软控制左、右后轮减震器，执行本发明的抗横摆控制。所述“软控制”代表减震器产生最小的减振力。根据流过减震器的电流大小，确定对减震器执行硬控制还是软控制。
在执行抗横摆控制的同时，ECU15将实际横摆率Yr和所希望横摆率Yd之间的差值与横摆率阈值Yth2进行比较(步骤28)，如果所述差值比横摆率阈值Yth2大，ECU15连续执行抗横摆控制。相反，如果所述差值比横摆率阈值Yth2小，ECU15结束抗横摆控制。
同时，在步骤24，如果实际横摆率Yr和所希望横摆率Yd之间的差值小于横摆率阈值Yth1，ECU15将侧倾率Rr与侧倾率的预定阈值Rth2进行比较(步骤30)。
如果侧倾率Rr比侧倾率的预定阈值Rth2大，ECU15执行抗侧倾控制(步骤22)。
否则，如果侧倾率Rr比侧倾率的预定阈值Rth2小，ECU15结束抗侧倾控制(步骤32)。然后ECU15将实际横摆率Yr和所希望横摆率Yd之间的差值与横摆率阈值Yth3进行比较(步骤34)，如果所述差值比横摆率阈值Yth3大，ECU15连续执行抗横摆控制(步骤26)。相反，如果所述差值比横摆率阈值Yth3小，在预定阈值时间Tth期间，ECU15轮询(polls)和比较所述差值与横摆率阈值Yth3。如果在预定阈值时间Tth期间，所述差值不大于横摆率阈值Yth3，ECU15结束控制。根据车辆特性可以改变预定阈值时间Tth。
已经相对于优选实施例介绍了本发明，应该理解的是，在不脱离本发明的精神和范围内，本发明本领域技术人员可以进行各种改进。

Claims (3)

1.一种通过控制车辆的前后车轮减震器提供车辆抗侧倾和抗横摆控制的方法所述前后车轮减震器包括左和右前轮减震器以及左和右后轮减震器，所述方法包括如下步骤：
通过将车辆的侧倾率与一侧倾率的预定阈值进行比较，确定是否需要抗侧倾控制；
如果侧倾率大于侧倾率的预定阈值，进行抗侧倾控制；
在确定需要抗侧倾控制之后，通过将车辆的实际横摆率和所希望横摆率之间的差值与横摆率阈值进行比较，确定是否需要抗横摆控制；以及
如果实际横摆率和所希望横摆率之间的差值大于横摆率阈值，执行抗横摆控制。
2.如权利要求1所述方法，其特征在于：通过同时对所述左前轮减震器和所述右前轮减震器以及所述左后轮减震器和所述右后轮减震器进行硬控制，执行抗侧倾控制。
3.如权利要求1所述方法，其特征在于：通过对车辆的左前轮减震器和所述右前轮减震器二者进行硬控制并对所述左后轮减震器和所述右后轮减震器二者进行软控制，执行抗横摆控制。
CNB031549756A 2002-08-20 2003-08-19 控制车辆的抗侧倾/抗横摆的方法 Expired - Fee Related CN1298557C (zh)

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EP1391330A2 (en) 2004-02-25
JP2004075065A (ja) 2004-03-11
DE60331390D1 (de) 2010-04-08
KR100517208B1 (ko) 2005-09-27
US7083172B2 (en) 2006-08-01
US20040038599A1 (en) 2004-02-26
KR20040017776A (ko) 2004-02-27
EP1391330A3 (en) 2005-04-06
EP1391330B1 (en) 2010-02-24
CN1486867A (zh) 2004-04-07

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