DE102018202905A1 - Cross-guidance method and system for a vehicle - Google Patents

Abstract

The present invention relates to a method for the transverse guidance of a vehicle, in which a steering system of a chassis of the vehicle is controlled, and a transverse guide system for a vehicle.

Description

The present invention relates to a method for the transverse guidance of a vehicle, in which a steering system of a chassis of the vehicle is controlled. Furthermore, the invention relates to a transverse guide system for a vehicle.

Among the most important tasks of a chassis of a vehicle is the lateral guidance of the vehicle, d. H. the realization of a direction of travel deviating from the straight-ahead direction of the vehicle, in order, for example, to drive the vehicle in curves, i. H. To allow curved road sections.

For this purpose, the chassis usually comprises a Vorderachslenksystem with a designed almost exclusively as a steering wheel handle for a driver of the vehicle, a yaw angle pivotally mounted and held on a frame of the chassis front wheels and a steering column for transforming a rotation of the steering wheel in a corresponding yaw of the front wheels. By turning the steering wheel, the driver can accordingly apply a yaw moment to the front wheels of the vehicle to steer the vehicle through a curved portion of a road. Some vehicles alternatively or additionally include a rear axle steering system acting on rear wheels of the vehicle.

In modern vehicles, the Vorderachslenksystem is usually designed as a power steering system (Electric Power Steering, EPS). A power steering system includes a motor which generates an additional torque acting in a rotational direction of the steering wheel depending on a rotation of the steering wheel, which is supported on the driver's hands and the yawing of the front wheels and thus a transverse guiding, d. H. Steering, the vehicle easier.

Accordingly, the subjective experience of the driver when steering and the subjective experience of other occupants of the vehicle during cornering of the vehicle in the chassis construction of great interest. Above all, however, the chassis of a vehicle significantly influences a driving safety of the vehicle, since on the one hand, it has to apply force to the road to drive the vehicle and, on the other hand, to absorb counteracting forces of the roadway acting on the vehicle. Accordingly, a well-tuned suspension allow a precise lateral guidance of the vehicle and accordingly increase the driving safety of the vehicle and a ride comfort of the occupants of the vehicle.

So revealed the DE 10 2012 024 980 A1 a method for improved lateral guidance of a vehicle when driving on a curved road section. In the method, a setpoint inclination of the vehicle is determined from a lateral acceleration of the vehicle in the curved track section detected by means of non-optical sensors or by means of optical sensors from a roadway curvature. The determined setpoint slope is modified by multiplication by a weighting factor dependent on a speed of the vehicle to calculate a steering angle correction value for a lateral guidance of the vehicle.

In modern vehicles driving dynamics of the vehicle determining functions are summarized in a so-called vehicle dynamics control system, which is connected to Fahrwerksaktuatoren the landing gear in a control loop. In this case, the chassis actuators receive control signals from the vehicle dynamics control system and transmit current values of driving dynamics variables detected by means of corresponding sensors. such as lateral acceleration and the like, to the driving dynamics ikregelsystem.

The DE 10 2008 032 754 A1 discloses such an apparatus and method for improved vehicle dynamics control. In the method, a target yaw rate is calculated from a certain slip angle of a tire of the vehicle based on a target yaw rate model by a numerical iteration-based solution method. A measured yaw rate is compared with the calculated target yaw rate and a chassis actuator of the chassis of the vehicle is controlled accordingly.

Another important aspect in the transverse guidance of vehicles is the increasing equipment of vehicles with a variety of assistance systems. Lane keeping systems, distance warning systems, parking systems and self-driving systems are such assistance systems, which are the driving safety and / or driving comfort of the vehicle beneficial. The said assistance systems are only given by way of example and do not form a completed list. If a vehicle is equipped with multiple steering systems, different assistance systems can also affect different steering systems, thereby increasing the complexity of the tuning of the chassis accordingly.

So that beats DE 10 2015 009 241 A1 a transverse guide method for a vehicle, the chassis of a first steering system, which is preferably provided for front axle steering (VAL), and a second steering system, which preferably for Rear axle steering (HAL) is provided, comprises and which has a the second steering system-driving functional system for autonomous driving of the vehicle. In the lateral guiding method, in an emergency, the vehicle is manually controlled by a driver by means of the first steering system when the second steering system and / or the autonomous driving function system fails due to an error.

The complexity of a chassis is easier to handle when needed for the operation of the chassis function and control systems abstracted, separated and connected according to their functional relationships with each other so that they can exchange information.

The DE 10 2014 208 786 B4 discloses a functionally structured vehicle traction control system that includes a trajectory planning system, a trajectory control system, and a steering angle control system for front axle steering of a vehicle.

However, this transverse control system acts only on the front axle of the vehicle and does not actuate any other chassis actuators of the chassis of the vehicle. In addition, when driving the front axle steering, possible effects of further active chassis operating systems of the vehicle are not taken into account. As a result, the precision of the transverse guidance of the vehicle is reduced, which can lead to undesirable deviations from the planned trajectory while the vehicle is traveling.

The invention is therefore based on the object to propose a method for the transverse guidance of a vehicle, which avoids the disadvantages described and ensures greater precision of the transverse guidance. Another object of the invention is to provide a lateral guidance system for a vehicle.

An object of the present invention is a method for the transverse guidance of a vehicle, in which a steering system, for example in the form of a power steering system, a chassis of the vehicle is driven. Activation of a steering system can to a certain extent be regarded as an elementary lateral guidance method for most vehicles. In this case, the steering system can be designed for manual actuation by a driver of the vehicle and / or for automatic actuation by an assistance system of the vehicle. For the purposes of the invention, a steering system may include a front axle steering system and / or a rear axle steering system.

The inventive method provides to control at least one other chassis function system of the chassis. The more different chassis function systems of the chassis are included in the lateral guidance method, the more the precision of the transverse guidance of the vehicle can be increased.

In a preferred embodiment of the method, a dynamic steering system, a torque vectoring system and / or a braking system (BTV) is controlled as another chassis functional system of the chassis. This list of possible other suspension function systems is not exhaustive. The transverse guidance method according to the invention can incorporate any currently or future available chassis function system.

In further embodiments, an effect of an assistance system of the vehicle is taken into account. Assistance systems can be designed, for example, as a lane keeping system, distance warning system, parking system or self-propelled system. Again, it is true that the transverse guidance method according to the invention can incorporate any currently known or future assistance system of a vehicle. By including the assistance systems of a vehicle in the transverse guidance method, it becomes possible to switch between different operating modes of the vehicle imperceptibly with regard to the lateral guidance. Manual, i. Non-automated driving, assisted driving, semi-automated or fully automated driving may each represent a mode of operation of a vehicle.

• - von dem Assistenzsystem des Fahrzeugs ein Sollkurs des Fahrzeugs bestimmt,
• - von einer Arbitriereinheit jeder Sollkurs priorisiert,
• - von der Arbitriereinheit entsprechend der Priorisierung ein Assistenzsystem als aktiv ausgewählt,
• - von einem Trajektorienfolgeregler (TFR) aus dem Sollkurs des aktiven Assistenzsystems ein dem Sollkurs zugeordneter Trajektorienwert bestimmt.

It is advantageous in one embodiment

• determines a desired course of the vehicle by the assistance system of the vehicle,
• - prioritized by each arbitration unit,
• an assistance system is selected as active by the arbitration unit according to the prioritization,
• a trajectory value assigned to the desired course is determined by a trajectory sequence controller (TFR) from the target course of the active assistance system.

A desired course is understood to be a trajectory or a path of the vehicle, which is defined by one or more parameters. If a plurality of assistance systems are installed in a vehicle, which each determine a desired course, the arbitration unit decides by means of a prioritization of the assistance systems which desired course is impressed on the chassis of the chassis by corresponding adjustment of suspension actuators.

In one embodiment, a curvature κ, a curvature change κ̇, a predictive curvature κ _pred , a slip angle β, a noticeability S and / or an intensity I are determined as a desired course of the vehicle. Possible parameters determining a desired course are a curvature κ, a change in curvature κ̇ or a predictive curvature κ _{pred of} the roadway. The sensibility S can take values between 0 and 1 or between 0% and 100% and determines the strength of the haptic feedback in the form of a manual torque which a driver of the vehicle receives from the engine power of a power steering system. The intensity I represents a manipulated variable for a yaw rate controller.

eingestellt, welcher aber eine Anpassungskorrektur des Vorderachslenkwinkels $${\delta }_{\nu ,korr}={\delta }_{\nu }+{\delta }_h$$

erfordert. Ohne Vorgabe eines Schwimmwinkels β_soll, ist ein von dem Fahrdynamikregelsystem bestimmter Schwimmwinkel wirksam. Entsprechend kann es beim Einschalten oder Abschalten eines Assistenzsystems zu einem unangenehmen Übergangsverhalten kommen. Einem solchen Übergangsverhalten kann mittels eine Blendinglogik entgegengewirkt werden, welche in dem nachfolgend beschriebenen Basisquerverteiler oder der ebenfalls nachfolgend beschriebenen Hardwareabstraktionsschicht implementiert sein kann. Beispielsweise kann die Blendinglogik einen zeitgesteuerten sanften Übergang zwischen verschiedenen Schwimmwinkeln vorgeben, der von Insassen des Fahrzeugs nicht bemerkt wird.But even an example reduced slip angle β of the vehicle can be specified by assistance systems for special driving maneuvers as parameters of a target course, for example when driving the vehicle through a bottleneck or past an obstacle. If a rear axle steering system is also actuated by the base transverse distributor and an angle of slip β _soll , which is related to the rear axle, _is specified by an assistance system for a particular driving maneuver, a rear axle steering angle _is determined $${\delta }_H=-{\beta }_{sOll}$$

adjusted, but which an adjustment correction of Vorderachslenkwinkels $${\delta }_{\nu .kOrr}={\delta }_{\nu }+{\delta }_H$$

requires. Without specifying a float angle β _, a float angle determined by the vehicle dynamics control system is effective. Accordingly, when switching on or off an assistance system can lead to an unpleasant transition behavior. Such a transition behavior can be counteracted by means of blending logic, which can be implemented in the base transverse distributor described below or the hardware abstraction layer also described below. For example, the blending logic may dictate a timed smooth transition between various float angles that is not noticed by occupants of the vehicle.

• - von einem Basisquerverteiler (BQV) aus dem bestimmten Trajektorienwert ein fahrdynamischer Parameter berechnet, und
• - von einem von einem Fahrer des Fahrzeugs betätigten Fahrdynamikregelsystem (FDR) ein fahrdynamischer Parameter berechnet.

In further embodiments

• from a base transverse distributor (BQV) from the determined trajectory value calculates a driving dynamics parameter, and
• a vehicle dynamic parameter is calculated by a vehicle dynamics control system (FDR) actuated by a driver of the vehicle.

The base transverse distributor calculates corresponding driving dynamics parameters in assisted or partially automated driving situations of the vehicle from the nominal course of the active assistance system and distributes these to the chassis operating systems of the chassis. The operation of the vehicle dynamics control system by the driver is accomplished by manually turning the steering wheel to determine a manual target heading. The manual target course can be determined, for example, in the form of a steering angle signal LWI, a yaw angle ψ, a steering angle δ _v and / or a lateral acceleration a _y . But other parameters can determine the manual target course, without departing from the scope of the invention.

und/oder ein Lenkwinkel-Offset δ_{v,of fs}, an den Basisquerverteiler übermittelt und/oder wird von dem Trajektorienfolgeregler ein Trajektorienwert, insbesondere eine prädiktive Krümmung κ_pred, an das Fahrdynamikregelsystem übergeben. Der übermittelte Applikationswert bildet ein Signal des Fahrdynamikregelsystems, welches eine Anpassung einer Querführungsstrategie des Basisquerverteilers an die Querführungsmaßnahmen des Fahrdynamikregelsystems ermöglicht. Ebenso kann das Fahrdynamikregelsystem zu Abstimmungszwecken ein Signal des Trajektorienfolgereglers erhalten.In a preferred embodiment of the vehicle dynamics control system is an application value, in particular an applied yaw gain ${\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}$

and / or a steering angle offset δ _{v, of fs} , transmitted to the base cross-distributor and / or the Trajektorienfolgeregler a Trajektorienwert, in particular a predictive curvature κ _pred , passed to the vehicle dynamics control system. The transmitted application value forms a signal of the vehicle dynamics control system, which makes it possible to adapt a lateral guidance strategy of the base transverse distributor to the transverse control measures of the vehicle dynamics control system. Likewise, the vehicle dynamics control system may receive a signal of the trajectory following controller for purposes of matching.

und einem von diesem vorgegebenen Vorderachslenkwinkel-Offset δ_v,offs einen Vorderachslenkwinkel $${\delta }_{\nu }=\frac{{\dot{\psi }}_{soll}}{{\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}}+{\delta }_{\nu ,offs}=\frac{\kappa \cdot \nu }{{\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}}+{\delta }_{\nu ,offs}$$

berechnen. Dies erlaubt die Abbildung auch nichtlinearer dynamischer Anteile des Fahrdynamikregelsystems. Alternativ oder zusätzlich kann das Fahrdynamikregelsystem einen Vorderachslenkwinkelgradienten δ̇̇̇̇_v oder eine Einregelzeit für einen Solllenkwinkel an den Basisquerverteiler übermitteln.By way of example, the base transverse distributor may comprise a curve speed v of the vehicle, a desired curvature κ of the trajectory, a yaw gain applied by the vehicle dynamics control system ${\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}$

and one of these predetermined Vorderachslenkwinkel-offset δ _{v, offs} a Vorderachslenkwinkel $${\delta }_{\nu }=\frac{{\dot{\psi }}_{sOll}}{{\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}}+{\delta }_{\nu .Offs}=\frac{\kappa \cdot \nu }{{\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}}+{\delta }_{\nu .Offs}$$

to calculate. This allows the mapping of non-linear dynamic components of the vehicle dynamics control system. Alternatively or additionally, the vehicle dynamics control system can transmit a front axle steering angle gradient δ̇̇̇̇ _v or a settling time for a desired steering angle to the base transverse distributor.

• - von einer Hardwareabstraktionsschicht (HWAL) der von dem Basisquerverteiler und/oder von dem Fahrdynamikregelsystem berechnete fahrdynamische Parameter in einen aktuatorspezifischen Stellwert umgerechnet, und
• - ein Fahrwerksaktuator eines Fahrwerkfunktionssystems entsprechend dem aktuatorspezifischen Stellwert verstellt.

In further embodiments

• - from a hardware abstraction layer (HWAL) the driving dynamic parameter calculated by the base cross distributor and / or the vehicle dynamics control system is converted into an actuator-specific control value, and
• - Adjusted a chassis actuator of a chassis function system according to the actuator-specific control value.

The hardware abstraction layer maps abstract vehicle dynamics parameters to corresponding specific control values, which are required for adjusting the chassis actuators.

In a front-axle steering system (EPS), for example, the number-bar position x _ZS , the number-bar position change ẋ _ZS and the noticeability S are relevant manipulated variables. Brake systems can be controlled by a yaw moment M _yaw . A Hinterachslenkwinkel δ _h represents a control variable for a rear axle steering.

In advantageous embodiments, a potential value determined by a chassis operating system and / or a chassis actuator and determining a driving dynamic potential of the chassis is sent to the hardware abstraction layer and / or a potential value converted from the potential value to the base cross distributor and / or the vehicle dynamics control system and / or a converted potential value transformed potential value to the Trajektorienfolgeregler and / or the arbitration transmitted. The potential value determining a driving dynamic potential of the chassis can comprise a maximum rack position x _{ZS, max} , a maximum rack position change ẋ̇̇̇̇̇̇ _{ZS, max} , a maximum yaw moment M _{yaw, max} and / or a maximum rear axle steering angle δ _h , _max . The converted potential value may include a maximum front axle steering angle δ _{v, max} , a maximum rear axle steering angle δ _h , _max and / or a maximum yaw moment M _{yaw, max} . The transformed potential value may be a actual curvature κ _is a maximum curvature κ _max, a maximum change in curvature K _max and / or an actual slip _angle β include. Due to this return channel, the trajectory sequence controller receives the necessary information to ensure safe lateral guidance right into the dynamic driving range.

All method steps can be carried out variably depending on an operating mode of the vehicle, a driving speed of the vehicle, a driving situation, a coefficient of friction, an equipment variant, a vehicle type and the like.

The invention is also a transverse guide system for a vehicle. The transverse guide system according to the invention is particularly suitable for carrying out the above-described method according to the invention for the transverse guidance of a vehicle.

• - mindestens ein Assistenzsystem zum Bestimmen eines Sollkurses des Fahrzeugs,
• - eine dem mindestens einen Assistenzsystem zugeordnete Arbitriereinheit zum Auswählen eines aktiven Assistenzsytems,
• - einen Trajektorienfolgeregler zum Bestimmen eines dem von einem aktiven Assistenzsystem bestimmten Sollkurs zugeordneten Trajektorienwerts,
• - einen Basisquerverteiler zum Berechnen eines dem bestimmten Trajektorienwert zugeordneten fahrdynamischen Parameters,
• - eine Hardwareabstraktionsschicht zum Umrechnen eines fahrdynamischen Parameters in einen aktuatorspezifischen Stellwert,
• - und ein Lenksystem mit einem mittels des Stellwerts verstellbaren Fahrwerksaktuator.

The transverse guide system comprises

• at least one assistance system for determining a target course of the vehicle,
• an arbitration unit, assigned to the at least one assistance system, for selecting an active assistance system,
• a trajectory sequence controller for determining a trajectory value associated with the target course determined by an active assistance system,
• a base cross-distributor for calculating a driving-dynamic parameter assigned to the determined trajectory value,
• a hardware abstraction layer for converting a vehicle dynamic parameter into an actuator-specific control value,
• - And a steering system with an adjustable by means of the control gear actuator.

Assistance systems, such as a lane keeping system, a distance warning system, a parking system or a self-propelled system, each determine a target course for the vehicle. The arbitration unit selects from among several active assistance systems at any time the assistance system that is relevant in a driving situation and thus the relevant target course. The Trajektorienfolgeregler is usually designed as a PID controller (Proportional Integral Derivative) and allows the determination of driving dynamics parameters from a predetermined target course. The hardware abstraction layer allows an implementation of the transverse guidance software which is independent of a specific embodiment of the chassis actuators. Accordingly, it makes no difference to the transverse guidance software whether a chassis actuator is electrically, hydraulically, electro-hydraulically or otherwise driven. The hardware abstraction layer may also include functions that ensure driving safety of the vehicle. As stated above, the steering system of the vehicle may include a front axle steering system and / or a rear axle steering system.

According to the invention, the transverse guidance system comprises at least one further chassis operating system which has a chassis actuator which can be adjusted by means of a control value. The inclusion of other suspension function systems in the transverse guidance of the vehicle can further increase the precision of the lateral guidance of the vehicle.

In an advantageous embodiment, the transverse guidance system comprises a Vehicle dynamics control system for calculating a driving dynamic parameter associated with a desired course determined by a driver of the vehicle. Vehicle dynamics control systems allow a driver of the vehicle to specify a target heading for the vehicle. Such a vehicle dynamics control system is installed in almost every vehicle and can be integrated into the lateral guidance system. In this way, the transverse guidance system is suitable for use in vehicles of different series and equipment variants of a vehicle.

In further embodiments, the lateral guidance system comprises a bus system for transmitting information between the assistance system, the arbitration unit, the trajectory sequence controller, the base transverse distributor, the hardware abstraction layer, the steering system and / or in particular the vehicle dynamics control system and / or the further chassis function system. In modern vehicles, bus systems are implemented, which can also be configured and used for the transverse guidance system according to the invention.

• 1 in einem schematischen Blockdiagramm eine Ausführungsform eines erfindungsgemäßen Querführungssystems für ein Fahrzeug.

The invention is illustrated schematically with reference to an embodiment in the drawing and will be further described with reference to the drawing. It shows:

• 1 in a schematic block diagram of an embodiment of a transverse guide system according to the invention for a vehicle.

1 shows a schematic block diagram of an embodiment of a transverse guide system according to the invention 1 for a vehicle that is multi-layered. The transverse guidance system 1 includes several assistance systems 110 . 120 . 130 , such as a lane keeping system, a parking system or a self-propelled system, each having a desired course 111 . 121 . 131 of the vehicle. The assistance systems 110 . 120 and 130 are in a planning layer 100 of the lateral guidance system 1 summarized.

Furthermore, the transverse guidance system comprises 1 an arbitration unit 210 that the assistance systems 110 . 120 . 130 is assigned and configured, an assistance system 110 . 120 . 130 as an active assistance system 110 . 120 . 130 and a Trajectory Sequence Controller (TFR). 220 for determining a target rate 111 . 121 . 131 of the active assistance system associated trajectory value 221 . 222 , The arbitration unit 210 and the trajectory sequencer belong to a web guiding layer 200 of the lateral guidance system 1 at.

The transverse guidance system 1 also includes a base cross-distribution (BQV) 310 to calculate a certain trajectory value 221 assigned driving dynamic parameters 311 , a vehicle dynamics control system (FDR) 320 for calculating a driving dynamic parameter 321 . 322 and a hardware abstraction layer (HAWL) 330 , which is configured, the driving dynamics parameters 311 . 321 in actuator-specific control values 331 . 332 . 333 . 334 convert. The base cross-distributor 310 , the driving dynamics control system 320 and the hardware abstraction layer 330 are a driving dynamics level 300 of the lateral guidance system 1 assigned.

In the vehicle dynamics control system 320 it is an already existing in the vehicle driving dynamics control system that can be installed both in vehicles with a self-driving function as well as in vehicles without a self-driving function. The driving dynamics control system 320 is configured the one by a driver 140 certain target rate 141 assigned driving dynamics parameters 321 . 322 to calculate. As the driver 140 like the assistance systems 110 . 120 . 130 , a target price 141 of the vehicle, he becomes, for systematic reasons, the planning level 100 attributed. It should be noted, however, that the driving dynamics control system 320 no essential part of the transverse guidance system according to the invention 1 is and therefore can be missing.

To the transverse guidance system 1 also includes a steering system, which has a front axle steering system (VAL) 410 and a rear axle steering system (HAL) 430 includes a braking system (BTV) 420 , and another suspension function system 440 , which is unspecified and only intended to serve as a placeholder for any other chassis function systems. In this case, the chassis function systems 410 . 420 . 430 . 440 respectively corresponding suspension actuators on. Again, it should be noted that the other suspension function systems 420 . 430 . 440 not essential for the transverse guidance system according to the invention 1 are. The chassis function systems 410 . 420 . 430 . 440 form a landing gear layer 400 of the lateral guidance system 1 ,

All the mentioned functional modules, ie the assistance systems 110 . 120 . 130 , the arbitration unit 210 , the trajectory selector 220 , the base distributor 310 , the driving dynamics control system 320 , the hardware abstraction layer 330 and the suspension function systems 410 . 420 . 430 . 440 with their suspension actuators are also on to the transverse guidance system 1 belonging bus system 10 connected, which is configured information between in the layers 100 . 200 . 300 . 400 arranged functional units of the transverse guide system 1 transferred to. As an alternative to the distributed bus-based topology of the lateral guidance system 1 In other embodiments of a transverse guidance system according to the invention, all functional modules can also be implemented in a single central control unit.

During operation of the lateral guidance system 1 a transverse guidance of the vehicle is effected by the front axle steering system 410 , the rear axle steering system 430 the chassis of the vehicle and the two other suspension function systems 420 . 440 be controlled of the vehicle. In the other chassis function system 440 it may be, for example, a dynamic steering system or a torque vectoring system.

In addition, the effects of three assistance systems 110 . 120 . 130 of the vehicle when driving the chassis function systems 410 . 420 . 430 . 440 considered.

Each of the three assistance systems 110 . 120 . 130 of the vehicle determines a target rate 111 . 121 . 131 of the vehicle and transmits the specified target rate 111 . 121 . 131 over the bus system 10 to the arbitration unit 210 , The arbitration unit 210 prioritizes each target price 111 . 121 . 131 and select an assistance system according to the prioritization 110 . 120 . 130 as active.

The trajectory follower 220 determined from the planned price 111 . 121 . 131 of the active assistance system 110 . 120 . 130 one the planned course 111 . 121 . 131 associated trajectory value 221 . 222 of the vehicle. At the trajectory value 221 . 222 it may be a curvature κ, a change in curvature κ̇, a predictive curvature κ _pred , a slip angle β, a noticeability S and / or an intensity I act.

The base cross-distributor 310 calculated from the determined trajectory value 221 . 222 a driving dynamics parameter 311 . 321 , Likewise, this is calculated by a driver 140 of the vehicle by specifying a target rate 141 actuated vehicle dynamics control system 320 a driving dynamics parameter 311 . 321 ,

und/oder ein Lenkwinkel-Offset δ_{v,of fs}, an den Basisquerverteiler 310. Der Trajektorienfolgeregler 220 übermittelt den Trajektorienwert 222, insbesondere eine prädiktive Krümmung κ_pred, an das Fahrdynamikregelsystem 320.The driving dynamics control system 320 transmits an application value 322 , in particular an applied yaw reinforcement ${\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}$

and / or a steering angle offset δ _{v, of fs} , to the base transverse distributor 310 , The trajectory follower 220 transmits the trajectory value 222 , in particular a predictive curvature κ _pred , to the vehicle dynamics control system 320 ,

The hardware abstraction layer 330 calculates the from the base cross-distributor 310 and the vehicle dynamics control system 320 calculated driving dynamics parameters 311 . 321 in actuator-specific control values 331 . 332 . 333 . 334 around. The chassis actuators of the chassis function systems 410 . 420 . 430 . 440 are then according to the actuator-specific control values 331 . 332 . 333 . 334 adjusted.

The chassis function systems 410 . 420 . 430 . 440 and / or the chassis actuators of the functional systems 410 . 420 . 430 . 440 For their part, they each have a potential value determining a driving dynamic potential of the chassis 411 . 421 . 431 . 441 ready and submit it to the hardware abstraction layer 330 , Corresponding to the hardware abstraction layer 330 from the potential value 411 . 421 . 431 . 441 converted potential values 335 . 336 be sent to the base cross-distributor 310 or the vehicle dynamics control system 320 transmitted. The driving dynamics control system 320 generated from the converted potential values 335 . 336 transformed potential values 223 . 312 and transmits them to the trajectory sequencer 220 , which the transformed potential values 223 . 312 again to the arbitration unit 210 forwards.

A significant advantage of the method according to the invention is that in addition to the usual front-axle steering and, if appropriate, a rear-axle steering system, it is possible to actuate further chassis function systems influencing the transverse guidance of the vehicle. The control of several chassis operating systems ensures a very stable and precise driving behavior of the vehicle right into the dynamic driving range.

The method is independent of the type and number of controlled suspension function systems. This allows use in various vehicle series and vehicle equipment variants.

Furthermore, it is advantageous that the method according to the invention allows integration of an existing vehicle dynamics control system so that carrying out the method according to the invention does not adversely affect the precision of the lateral guidance provided by the vehicle dynamics control system. Apart from that, no new tuning of the existing vehicle dynamics control system for different operating modes of the vehicle is required. In particular, a subsequent implementation of the method according to the invention therefore does not lead to an unknown for the driver or occupants of the vehicle handling of the vehicle.

LIST OF REFERENCE NUMBERS

1

Lateral control system

10

bus system

100

planning layer

110

assistance system

111

Set course

120

assistance system

121

Set course

130

assistance system

131

Set course

140

driver

141

Set course

200

Web guiding layer

210

arbitration unit

220

Trajektorienfolgeregler

221

trajectory value

222

trajectory value

223

transformed potential value

300

driving dynamics layer

310

Based Querverteiler

311

driving dynamics parameter

312

transformed potential value

320

Driving dynamics control system

321

driving dynamics parameter

322

application value

330

Hardware Abstraction Layer

331

control value

332

control value

333

control value

334

control value

335

converted potential value

336

converted potential value

400

suspension layer

410

Vorderachslenksystem

411

potential value

420

braking system

421

potential value

430

Hinterachslenksystem

431

potential value

440

Chassis function system with chassis actuator

441

potential value

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102012024980 A1 [0006]
• DE 102008032754 A1 [0008]
• DE 102015009241 A1 [0010]
• DE 102014208786 B4 [0012]

Claims (10)

Method for the transverse guidance of a vehicle, in which a steering system (410, 430) of a chassis of the vehicle is controlled and in which at least one further chassis function system (420, 440) of the vehicle is activated. Method according to Claim 1 in which a dynamic steering system, a torque vectoring system and / or a braking system is controlled as another chassis operating system (420, 440) of the chassis. Method according to one of Claims 1 or 2 in which an effect of an assistance system (110, 120, 130) of the vehicle is taken into account. Method according to Claim 3 in which - a target course (111, 121, 131) of the vehicle is determined by the assistance system (110, 120, 130) of the vehicle, - an arbitration unit (210) prioritizes each desired course (111, 121, 131), an assistance system (110, 120, 130) is selected as active by the arbitration unit (210) in accordance with the prioritization, - by a trajectory sequence controller (220) from the target course (111, 121, 131) of the active assistance system (110, 120, 130) a trajectory value (221, 222) associated with the desired course (111, 121, 131) is determined. Method according to Claim 4 in which, as a trajectory value (221, 222) of the vehicle, a curvature (κ), a curvature change (κ̇), a predictive curvature (κ _pred ), a slip angle (β), a noticeability (S) and / or an intensity ( I) is determined. Method according to one of Claims 4 or 5 in which - a vehicle dynamic parameter (311, 321) is calculated by the base traverser (310) from the determined trajectory value (221, 222), - a vehicle dynamics parameter (320) from a vehicle dynamics control system (320) operated by a driver (140) of the vehicle 311, 321) is calculated. Method according to Claim 6 in which the vehicle dynamics control system (320) has an application value (322), in particular an applied yaw gain $\left({\left(\frac{\dot{\psi }}{\delta }\right)}_{appl}\right)$

and / or a steering angle offset (δ _{v, of fs} ) is transmitted to the base lateral distributor (310) and / or the Trajektorienfolgeregler (220) a Trajektorienwert (222), in particular a predictive curvature (κ _pred ), to the vehicle dynamics control system (320) is passed. Method according to one of Claims 6 or 7 in which the dynamic driving parameter (311, 321) calculated by the base transverse distributor (310) and / or the driving dynamics control system (320) is converted into an actuator-specific manipulated variable (331, 332, 333, 334) by a hardware abstraction layer (330), and a Fahrwerksaktuator a chassis function system (410, 420, 430, 440) according to the actuator-specific control value (331, 332, 333, 334) is adjusted. Method according to Claim 8 in which a potential value (411, 421, 431, 441) determining a driving dynamic potential of the chassis is provided by a chassis operating system (410, 420, 430, 440) and / or a chassis actuator of a functional system (410, 420, 430, 440) the hardware abstraction layer (330) and / or a potential value (335, 336) converted from the potential value (411, 421, 431, 441) to the base transverse distributor (310) and / or the vehicle dynamics control system (320) and / or one of the converted potential value (335, 336) transformed potential value (223, 312) to the Trajektorienfolgeregler (220) and / or the arbitration unit (210) are transmitted. Transverse guidance system (1) for a vehicle, in particular for carrying out a method according to one of Claims 1 to 9 with at least one assistance system (110, 120, 130) for determining a target course (111, 121, 131) of the vehicle, - an arbitration unit (210) associated with the at least one assistance system (110, 120, 130) for selecting an active assistance system (110, 120, 130), - a trajectory sequence controller (220) for determining a trajectory value (221, 222) associated with the desired course (111, 121, 131) of an active assistance system (110, 120, 130), - a base transverse distributor (310) for calculating a driving-dynamic parameter (311) assigned to the determined trajectory value (221), - in particular a vehicle dynamics control system (320) for calculating a driving-dynamic parameter (321, 322) assigned to a desired course (141) determined by a driver (140) of the vehicle a hardware abstraction layer (330) for converting a vehicle dynamic parameter (311, 321) into an actuator-specific manipulated variable (331, 332, 333, 334), - a steering system (410) and at least one other Chassis function system (420, 430, 440), in particular a bus system (10) for transmitting information between the assistance system (110, 120, 130), the arbitration unit (210), the Trajektorienfolgereglergler (220), the base cross-distributor (310) Hardware abstraction layer (330), the steering system (410) and / or in particular the Vehicle dynamics control system (320) and / or the other chassis function system (420, 430, 440).

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