EP1515880A1 - Gestion de la stabilite dynamique par un reseau de regulateurs de vehicule - Google Patents

Gestion de la stabilite dynamique par un reseau de regulateurs de vehicule

Info

Publication number
EP1515880A1
EP1515880A1 EP03720195A EP03720195A EP1515880A1 EP 1515880 A1 EP1515880 A1 EP 1515880A1 EP 03720195 A EP03720195 A EP 03720195A EP 03720195 A EP03720195 A EP 03720195A EP 1515880 A1 EP1515880 A1 EP 1515880A1
Authority
EP
European Patent Office
Prior art keywords
control
driving behavior
systems
deviation
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03720195A
Other languages
German (de)
English (en)
Inventor
Sylvia Futterer
Armin-Maria Verhagen
Karlheinz Frese
Manfred Gerdes
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1515880A1 publication Critical patent/EP1515880A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • 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
    • B60G2800/16—Running
    • 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
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B60G2800/704—Estimating or calculating vehicle parameters or state variables predicting unorthodox driving conditions for safe or optimal driving
    • 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
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/92—ABS - Brake Control
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/96—ASC - Assisted or power Steering control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/06—Active Suspension System
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/08—Coordination of integrated systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw

Definitions

  • the invention relates to a method and a device for coordinating the subsystems of a vehicle dynamics
  • a complex vehicle control system which, for example, combines an anti-lock braking system (ABS) with an anti-slip control (ASR) and a yaw control (GMR) in a driving stability control (FSR). Occurs at this
  • DE 41 40 270 AI describes a method in which the suspension systems are actuated during braking and / or acceleration maneuvers in such a way that the instantaneous normal force between the tire and the road, or the wheel load, is influenced in the direction of its greatest possible value on each wheel unit.
  • AI is a compound control system consisting of an active chassis control and an anti-lock braking system (ABS) and / or
  • ASR Traction control system components
  • the invention describes a method or a device for influencing the driving behavior of a vehicle.
  • the influence is aimed at increasing driving stability while maintaining driving comfort for the driver of the vehicle.
  • This goal is achieved by controlling at least two systems in the vehicle which improve driving behavior and thus driving stability.
  • the essence of the invention is that the activation of a system takes place in a predetermined sequence depending on the activation and / or the effect on the driving behavior of the above systems achieved by the activation.
  • the main focus is on stabilizing driving behavior.
  • the order is determined based on the effects of the interventions of the systems on driving behavior. Another important aspect when choosing the sequence of the controlled systems is the sensible driving comfort of the driver.
  • An intervention of a system is thus prioritized in which the driver of the vehicle at least notices the effect of the intervention on driving behavior, ie the stabilizing effect.
  • an additional steering intervention for driver stabilization which is superimposed on the driver's steering interventions and generated by the controlled steering system, is perceived more clearly than an intervention of the chassis system (eg an adjustment of the spring or damper hardness).
  • a driver feels a braking process and thus an occurring change in the longitudinal movement of the vehicle more than is the case with an additional steering intervention.
  • the advantage over known strategies for peaceful coexistence is that the overall benefit is increased without abandoning the basic idea of self-sufficient subsystems.
  • the operating state of the controlled system and / or the achievable effect on driving behavior is taken into account when controlling the systems. This allows the individual actuators of the system to be controlled depending on the situation.
  • Deviation between a specifiable target driving behavior and the current actual driving behavior is then influenced by controlling the systems as a function of the determined deviation.
  • the deviation between a predetermined target driving behavior, in particular a driving behavior based on the driver's wishes being provided, and the current actual driving behavior is determined by a stabilization variable which represents the deviation.
  • the control of the systems can take place in the following depending on the determined target yaw moment.
  • One advantage of the invention is that the control of the systems leads to the deviation between the target and actual driving behavior being minimized. An increase in driving stability can thereby be achieved. With the dependent actuation of the systems in the specified sequence, it is provided to achieve the greatest possible minimization of the deviation by actuating an above system. The minimization of the deviation achieved in previous systems is then taken into account when controlling the subsequent systems.
  • a force between the vehicle body and at least one wheel unit by controlling a chassis system.
  • a chassis system for example, a advantageous adjustment of the suspension and / or damping property of the chassis can be carried out.
  • a further influence on the driving behavior can be achieved by controlling the position of at least one steerable wheel of a steering system.
  • Chassis system and a steering system can be advantageously influenced by driving a brake system on the driving behavior.
  • the control of the braking force of at least one wheel of the motor vehicle can have a favorable effect on the driving behavior by critical
  • Fig. 1 shows a block diagram of the recording of the operating parameters of the systems within the
  • FIG. 2 shows in a flowchart the processing of the deviation between the target and actual driving behavior and the influencing of the driving behavior by the dynamic vehicle systems
  • FIG. 4 shows the algorithm for calculating the normal force intervention of a chassis system in the vehicle group. Accordingly, FIG. 5 shows the determination of the lateral force intervention of a steering system and FIG. 6 shows the determination
  • FIG. 1 shows an exemplary embodiment for influencing the driving behavior of a motor vehicle, with the focus in particular on increasing driving stability.
  • control block 100 in addition to the current actual yaw rate ⁇ l (160), one
  • Yaw rate sensor 110 reads the operating variables 170, 180, 190 of the existing systems suspension control 120, steering 130 and driving dynamics control 140.
  • the target yaw rate l ⁇ l (210) is calculated from the determined operating variables (170, 180, 190) and with the actual
  • Interventions 175, 185, 195 determined in driving stability management in control block 100 are passed on to control systems 120, 130, 140 in accordance with the predetermined prioritization. These interventions can be used with a chassis system 120, as is the case, for example, with an Electronic Active
  • Roll stabilizer EAR
  • ABSC Active Body Control
  • the roll tendency can be suppressed by stabilizing interventions 175.
  • the rolling moment distribution e.g. the over- and
  • a steering system 130 such as an Electronic Active Steering (EAS) or a Steer bye Wire (SbW), in addition to the steering movements of the driver, can be superimposed on steering interventions 185 that increase the steering
  • driving dynamics control 140 as implemented by an electronic stability program (ESP), Brake interventions 195 which stabilize the driving are also carried out.
  • ESP electronic stability program
  • FIG. 2 the mode of operation for determining the necessary ones is shown on the basis of a block diagram
  • a control deviation 230 is determined in block 220 by comparing a suitable actual value 200 with a target value 210.
  • the control deviation 230 can be formed, for example, by a difference between the actual yaw rate ⁇ M (160) and the determined target yaw rate ⁇ wll (210). However, it is also conceivable to form the control deviation by comparing the actual float angle with the desired float angle. Based on the control deviation 230 thus obtained, a So11 yaw moment M z (250) is calculated in block 240 with respect to the center of gravity of the vehicle for the necessary stabilization of the driving behavior.
  • the target yaw moment M z (250) determined in this way from the control deviation 230 is forwarded to the vehicle controller network 260 as an actuating command.
  • the chassis system 120, the steering system 130 and the brake system 140 are actuated by this vehicle controller network in the intended sequence and depending on their possible influencing of the driving behavior.
  • the flowchart in FIG. 3 shows how the control systems are activated in the specified sequence and as a function of the target yaw moment M z (250).
  • a modification to the target is made in block 300 - Yaw moment 250 performed, which is necessary due to a residual torque 360 from a previous control intervention.
  • the current target yaw moment 302 determined in this way is dependent on the current operating variables 170 des Chassis used for determining the intervention of the chassis system 120 on the torque change of the vehicle's center of gravity.
  • the calculated interventions in the chassis are converted into control commands 175 for the chassis.
  • the change in torque generated by the intervention in the chassis system 120 with respect to the center of gravity of the vehicle is then determined in block 315 and used in block 320 to modify the target yaw moment 302.
  • the residual yaw moment 322 thus generated is then in block 330, in accordance with the procedure for controlling the
  • Chassis control depending on the current operating variables of the steering system 180 for determining the intervention of the steering system 130 on the torque change of the vehicle center of gravity.
  • the calculated steering interventions are in control commands 185 for the
  • the change in torque generated by the intervention with respect to the center of gravity of the vehicle is then determined in block 335 and used in block 340 to modify the residual yaw moment 322.
  • the residual yaw torque 342 generated in this way is then used in block 350, in accordance with the procedure for controlling the previous vehicle controls, depending on the current operating variables (190) of the brake system for determining the intervention of the brake system 140 on the change in torque of the vehicle's center of gravity.
  • Brake interventions are converted into control commands 185 for the brake system.
  • the change in torque generated by the intervention in relation to the center of gravity of the vehicle is then determined in block 355 and used in block 360 to modify the residual yaw moment 342. If it is determined that a residual torque 362 still occurs after the brake intervention, this can be used via a model correction 365 to carry out an additive correction of the torque balance in block 300. With the target yaw moment 302 thus updated, the control systems can be actuated again.
  • the flowchart in FIG. 4 shows the calculation and control of the chassis interventions.
  • changes in the normal forces can be generated that act from the wheels perpendicular to the ground.
  • the change in the normal forces on the wheels of the vehicle is used to cause a change in the target yaw moment M z (302) with respect to the center of gravity.
  • a block algorithm is used in block 400 to calculate the required normal force interventions.
  • the reserve 430 of the normal forces on the actuators as well as the current operating state of the actuators of the chassis are taken into account. For example, it can be prevented that an actuator is actuated that has no grip on the ground and therefore cannot change the normal force.
  • the required target manipulated variables 405 are determined from the intervention selection made and transferred to the control unit of the vehicle system 120 via an inverse vehicle model in block 400.
  • Actual manipulated variables 415 of the actuators are queried in block 420 as feedback from the chassis system. These actual manipulated variables 415 are converted into a normal force distribution together with the general operating state variables of the components and a chassis model.
  • This distribution is used to determine the reserves of normal forces 430.
  • the vehicle geometry is used to estimate the change in torque with respect to the center of gravity of the vehicle due to the interventions in the chassis. The determined thereby Reduction of the yaw moment is subtracted from the target yaw moment 302 and results in the remaining yaw moment 322.
  • the flowchart in FIG. 5 shows the calculation and control of the steering interventions of the steering system 130.
  • the change in the residual yaw moment 322 is related the focus by changing the
  • a block algorithm is used in block 500 to calculate the required lateral force interventions.
  • the actuating reserves 530 of the lateral forces on the wheels as well as the current operating state of the wheels are taken into account to control the steering system 130. For example, it can be prevented that a wheel is driven that has no grip on the ground and therefore cannot change the lateral force.
  • the required target steering angles 505 of the wheels are calculated via an inverse vehicle model and transferred to the steering system 130.
  • the actual steering angle 515 of the wheels is queried in block 520 as feedback from the steering system. From these actual steering angles 515, reserves 530 for changing the lateral forces are determined together with a tire model.
  • the change in torque with respect to the center of gravity of the vehicle is estimated by the steering interventions using the vehicle geometry.
  • the reduction in the yaw moment determined in this way is subtracted from the residual yaw moment 322 and thus results in the new, updated residual yaw moment 342.
  • FIG. 6 shows the calculation and the control and describes the control of the brake interventions.
  • the change in residual yaw moment 342 with respect to the center of gravity is brought about by a change in the longitudinal force on the vehicle.
  • Block 600 uses a controller algorithm.
  • the reserve reserves 630 of the longitudinal forces on the wheel brakes of the vehicle as well as the current operating state of the brake system are taken into account. In this way it can be prevented, for example, that brake control by the vehicle controller network counteracts any other brake control.
  • the determined brake interventions are transferred to the control unit of the brake system 140 via an inverse vehicle model as the required target slip sizes 605 on the wheels.
  • the actual slip sizes 615 are queried in block 620 as feedback from the brake system 140.
  • These actual slip sizes 615 are converted into a longitudinal force distribution together with the general operating state variables of the brake system and a chassis model. This distribution enables the reserve reserves 630 of the longitudinal forces to be determined.
  • the vehicle geometry is used to estimate the change in torque with respect to the center of gravity due to the braking interventions. The resulting reduction in
  • Yaw moment is subtracted from the residual yaw moment 342 and results in a possibly remaining residual yaw moment 362.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé ainsi qu'un dispositif pour influer sur le comportement dynamique d'un véhicule afin d'augmenter la stabilité dynamique de ce véhicule et ainsi le confort de conduite du chauffeur de ce dernier. Cet objectif est atteint par le déclenchement d'au moins deux systèmes montés dans le véhicule, lesquels améliorent le comportement dynamique et ainsi la stabilité dynamique. L'essence de l'invention réside dans le fait que le déclenchement d'un système dans un ordre prédéterminé se fait en fonction du déclenchement et/ou de l'effet produit par le déclenchement sur le comportement dynamique des systèmes susmentionnés. Lesdits systèmes sont déclenchés dans l'ordre suivant : en premier un système de châssis, en second un système de direction et en troisième un système de frein.
EP03720195A 2002-06-15 2003-03-18 Gestion de la stabilite dynamique par un reseau de regulateurs de vehicule Withdrawn EP1515880A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10226683A DE10226683A1 (de) 2002-06-15 2002-06-15 Fahrstabilitätsmanagement durch einen Fahrzeugreglerverbund
DE10226683 2002-06-15
PCT/DE2003/000870 WO2003106235A1 (fr) 2002-06-15 2003-03-18 Gestion de la stabilite dynamique par un reseau de regulateurs de vehicule

Publications (1)

Publication Number Publication Date
EP1515880A1 true EP1515880A1 (fr) 2005-03-23

Family

ID=29594541

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03720195A Withdrawn EP1515880A1 (fr) 2002-06-15 2003-03-18 Gestion de la stabilite dynamique par un reseau de regulateurs de vehicule

Country Status (5)

Country Link
US (1) US20050256622A1 (fr)
EP (1) EP1515880A1 (fr)
JP (1) JP2005529788A (fr)
DE (1) DE10226683A1 (fr)
WO (1) WO2003106235A1 (fr)

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