DE102006057667A1 - Device for determining a skew angle in a single-track vehicle - Google Patents

Abstract

The invention relates to a device for determining a banking angle in a single-track vehicle, comprising first means for determining a first banking angle signal and second means for determining a second banking angle signal, wherein one of the means for determining a banking angle signal is formed such that the banking angle signal in dependence on the roll rate is determined about the vehicle longitudinal axis.

Description

The The invention relates to a device for determining a skew angle in a single-track vehicle.

From the DE 10 2005 003 980 B3 is a slip control system for a one-track vehicle is known in which the angle of inclination takes place by a inclination determiner, the inclination angle depending on the yaw rate of the vehicle and / or in response to acceleration signals, the acceleration in the direction of tilt in a tilting or in the Determine tilt of the vehicle.

Furthermore, from the DE 42 44 112 A1 an anti-lock control system for motorcycles is known in which the banking angle is determined in dependence on two acceleration sensor signals, wherein one acceleration sensor detects the acceleration perpendicular to the direction of travel and vehicle vertical axis and the other acceleration sensor detects the vertical acceleration of the vehicle.

Of the Invention is based on the object, a device for determining a tilt angle specify in single-track vehicles, in which the angle of inclination can be determined in an alternative way. In particular, should Device to be improved so that in different Vehicle operating situations ensures the best possible skew angle detection is.

The invention is based on the finding that in different driving situations, such as "dynamic cornering" (cornering) or cornering with dynamic banking angle, "static cornering" (cornering with essentially unchanged skew) or a "tip over of the vehicle "(v _fzg = 0) different detection means for the most accurate skew angle determination are required or detecting means different mode of action in different situations are better or worse suitable.

Becomes the skew angle for example, depending on due to the different tire geometries (different lateral Rolling radii of front wheel and rear wheel) at different Sloping positions Wheel speeds of front wheel and rear wheel or the changing Differential speed determined, this method encounters a at least short-term blocking or spinning of a vehicle tire to their limits. This tilt angle detection method would therefore be for slip control systems such as anti-lock braking systems (ABS) or anti-spin systems of the drive wheel due to an excessive drive torque (ASC) only conditionally suitable.

at Systems where the skew angle dependent on is determined by the yaw rate, there is also the problem that the system falsified one Bank angle determined as soon as the rear drive wheel rotates or blocks and the vehicle while maintaining its skew the yaw rate (and thus the determined skew angle) changed a lot.

Should for the Determination of the inclination angle the rolling rate of the vehicle is the foundation, the problem is that for the calculation has no initial value (output skew angle). Furthermore, it is problematic that one in practice usually always existing error (e.g., in the form of a constant offset o.d.) integrating the roll rate over time, over time added up to a significant error.

According to the invention Problem solved by the entirety of the features of claim 1, while in the dependent claims preferred developments of the invention are given. According to the invention there are means for determining a banking angle which are formed such that at least two different banking angle signals or two skew angles determined in different ways can be determined, wherein each of the banking angle signals (from the principle her alone) the basis for the skew angle to be determined and wherein one of the at least two bank angle signals is determined on the basis of the roll rate about the vehicle longitudinal axis. Preferably is determined based on the roll rate tilt angle signal by a downstream high pass subjected to high pass filtering, so that a possibly present static error of the roll rate sensor filtered out and with an integration of the roll rate to a resulting Slant angle, this no longer fraught with an integratively growing error. About the Tilt angle detection Rolling rate, in particular, the angle of inclination is dynamic Bank angle accurately recorded.

In order to ensure a correspondingly accurate banking angle detection even when cornering with static banking angle, a further banking angle signal in dependence on the Fahrzeuggierrate (and the vehicle speed) is determined in a particularly preferred embodiment of the invention. Advantageously, the skew angle signal determined on the basis of the vehicle yaw rate is subjected to low-pass filtering by means of a downstream low-pass filter, so that at a vehicle operating situation with a constant tilt a correct angle of tilt can be determined, which would otherwise provide a false signal in a determination of the roll rate sensor with downstream high-pass filter, since the detected due to the lack of tilting dynamics constant skew would be filtered away to zero.

alternative to Fahrzeuggierrate or in addition For this purpose, the or another skew angle signal in dependence from the output signals of an acceleration sensor for detecting the (Tilting) acceleration in the direction of tilt and / or can or another skew angle signal dependent on determined by the difference in the wheel speeds of the front wheel and rear wheel become. It would be conceivable Any other means for detecting the skew than to use second or further funds, for example funds where the skew dependent on from the vehicle speed and the present steering angle is determined (only for low vehicle speeds up to a predetermined limit speed).

The Slope angle detection via an acceleration sensor can be done as described above by an acceleration sensor the acceleration perpendicular to the direction of travel and vehicle vertical axis detected and the other acceleration sensor, the vertical acceleration of the Vehicle recorded. In case of skew angle determination depending on from in the course of a tilt changing Wheel speed difference (due to different tire geometries or different lateral Abrollradien) between front wheel and Rear wheel, storage means are preferably present in which different speed differences predetermined skew angles are permanently assigned.

Further, means for detecting or detecting different vehicle operating situations may be present, wherein preferably at least between the operating situations "static cornering" (cornering with iW constant skew angle) and "dynamic cornering" (cornering with varying skew angle) can be distinguished. In addition, a third vehicle _{operating situation} may be provided in the form of a " _banking angle determination at vehicle _standstill " (v _fzg = 0), whereby the fall of a vehicle is detectable.

One embodiment The invention is illustrated in the drawing and will be described below described in more detail. Show it:

1 a device according to the invention in a possible embodiment, shown schematically in a block diagram, and

2 Two diagrams illustrating the operation of the device according to the invention when cornering with static and with dynamic skew.

in the The following is as a banking angle signal usually each of the unfiltered angle of inclination of the respective Detection means (roll rate sensor, yaw rate sensor, acceleration sensor or The like) and as a tilt angle each of the filtered Bank angle.

1 shows the device according to the invention in a schematic representation in a possible embodiment. The device comprises first means 2 for determining a first skew angle signal φ _roll or a skew angle φ _roll ', wherein the skew angle is determined as a function of a roll rate detected by a roll rate sensor and an algorithm integrating the roll rate. Furthermore, the device comprises second means 4 ; 6 for determining a second or further angle angle signal φ _greier ; φ _beschl or a further skew angle φ _yaw '; φ _beschl ', wherein the skew angle preferably in dependence on a detected by yaw rate sensor yaw rate ω and the _yaw of the motorcycle is determined current vehicle speed v _fzg determined. Alternatively or in addition to the angle of inclination φ _greed determined by means of the yaw rate sensor and associated algorithm, other detection means, such as skew detection means, can be used depending on the wheel speed difference changing with inclination of the motorcycle due to the different tire geometries of the front and rear wheels or means for detecting the Inclination acceleration or means for determining the angle as a function of the vehicle speed and the steering angle, find use.

In order to prepare the ascertained inclination angle signals or the oblique angle determined in at least two different ways for further signal processing, the inclination angle determined in dependence on the detected roll rate ω _roll (rate of rotation about the vehicle longitudinal axis) or the inclination angle signal φ _roll 'is determined by a high-pass filter 20 filtered. The second value for the skew angle φ _yaw (or the skew angle determined in the second way), which is determined as a function of the vehicle _yaw rate ω _yaw (yaw rate about the vehicle _{vertical axis} ), is transmitted via a low-pass filter 40 filtered. The skew angle φ _greed 'determined in different ways; φ _roll 'become another processing unit 10 fed. By means of the processing unit 10 becomes a resulting skew based on the two input signals genwinkel φ determined that the basis for further processing of the vehicle tilt, z. B. for slip control systems or the like forms.

An advantage is the processing unit 10 formed such that the two determined banking angle φ _greedy '; φ _roll 'in amount and phase are at least partially (preferably completely) summed. This is the high pass filter 20 and the low-pass filter 40 suitably coordinated with each other. Advantageously, the tuning of the two filters is unchangeable and determined by the fact that at an input-side input jump (simultaneously on both filters) this is represented as a step response 1: 1 again at the output (after an addition of the two step responses) as a step response.

In an alternative embodiment of the processing unit 10 this can be designed such that it φ _roll 'only from the two skew waving; φ _greedy selects one of the two and as an output signal "tilt angle φ" to the output of the processing unit 10 forwards. The selection in the processing unit 10 is preferably carried out as a function of the current vehicle operating situation, wherein at least between the vehicle operating situation "static skew" and "dynamic skew" is distinguished.

In the 2a is shown or recorded with the output signal or the resulting skew angle φ a dynamic skew of a motorcycle. With φ _roll that's about the roll rate sensor 2 determined unfiltered skew angle signal shown. With the obliquely rising dot-dash line is a constant measurement error, which is integrated by the integration of the roll rate with (∫xdt) shown. Through the downstream high-pass filter 20 the static and thus low-frequency error is filtered out, so that a "running away" of the skew angle with increasing detection time is reliably avoided.

In 2 B is with the output signal or the resulting skew angle φ a static skew (eg circle / circle) of a motorcycle shown or recorded. Shown are also the, detected by roll rate sensor and by yaw rate sensor and due to a predetermined filter setting of high-pass filter 20 and low pass filters 40 filtered single skew angle (φ _roll '; φ _greedy ').

Claims (9)

Device for determining a banking angle (φ) in a single-track vehicle, comprising - first means ( 2 ) For determining a first inclination angle signal or tilt angle (φ _roll; φ _roll), and - second means ( 40 ) for determining a second banking angle signal or bank angle (φ _yaw ; φ _greed '), characterized in that one of the means ( 2 ; 4 ) For determining a bank angle signal and bank angle (φ _roll; φ _roll ') is formed such that the bank angle signal and the banking angle (φ _roll; φ _roll') (as a function of the roll rate ω _roll) is determined by the vehicle longitudinal axis. Apparatus according to claim 1, characterized by a filter device ( 20 ) Determined with high-pass filter characteristics for filtering the (depending on the roll rate ω _roll) bank angle signal (φ _roll). Device according to claim 1 or 2, characterized in that one of the means ( 4 ) Is adapted for determining a bank angle signal (φ _yaw) such that the bank angle signal (φ _yaw) in function of the yaw rate (ω _geir) of the vehicle is determined. Apparatus according to claim 3, characterized by a filter device ( 40 ) Obtained with low-pass filter characteristics for filtering the (depending on the yaw rate ω _yawing) dip angle signal (φ _yaw). Device according to one or more of the preceding claims, characterized in that one of the means ( 6 ) for determining a banking angle signal or a banking angle is designed such that the banking angle is determined as a function of the, determined by at least one acceleration sensor acceleration in the direction of banking. Device according to one or more of the previous ones Claims, characterized in that one of the means for determining a Bank angle signal or a skew angle such is formed such that the skew angle signal or the angle of inclination dependent on from the different wheel speeds of front wheel and Rear wheel is determined. Apparatus according to claim 6, characterized by Storage means for depositing different differential speeds between front wheel and rear wheel, with different differential speeds assigned different inclination angles are. Device according to one or more of the preceding claims 1-7, characterized by a processing unit ( 10 ) by Summenbil Forming from the first skew angle (φ _roll ') and the second skew angle (φ _yaw ') forms a resulting skew angle (φ). Device according to one or more of the preceding claims 1-7, characterized by selection means which, depending on the vehicle _{operating mode} in which the oblique position is reached, select from the at least two determined inclination angle signals (φ _yaw '; φ _roll ') one which is at least partially proportional forms the basis for the resulting tilt angle (φ) to be determined.