EP1552259A2 - Verfahren und vorrichtung zur feststellung der ausgeübten reifenbelastung durch den boden - Google Patents

Verfahren und vorrichtung zur feststellung der ausgeübten reifenbelastung durch den boden

Info

Publication number
EP1552259A2
EP1552259A2 EP03750861A EP03750861A EP1552259A2 EP 1552259 A2 EP1552259 A2 EP 1552259A2 EP 03750861 A EP03750861 A EP 03750861A EP 03750861 A EP03750861 A EP 03750861A EP 1552259 A2 EP1552259 A2 EP 1552259A2
Authority
EP
European Patent Office
Prior art keywords
wheel
force
effort
virtual
transmission
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Withdrawn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
EP03750861A
Other languages
English (en)
French (fr)
Inventor
Xavier Huchard
Jean-Yves Lenoir
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.)
Compagnie Generale des Etablissements Michelin SCA
Michelin Recherche et Technique SA France
Original Assignee
Michelin Recherche et Technique SA Switzerland
Societe de Technologie Michelin SAS
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 Michelin Recherche et Technique SA Switzerland, Societe de Technologie Michelin SAS filed Critical Michelin Recherche et Technique SA Switzerland
Publication of EP1552259A2 publication Critical patent/EP1552259A2/de
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • 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
    • B60T8/174—Using electrical or electronic regulation means to control braking characterised by using special control logic, e.g. fuzzy logic, neural computing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/11—Mounting of sensors thereon
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/11—Mounting of sensors thereon
    • B60G2204/113—Tyre related sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • 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
    • B60G2400/60—Load
    • B60G2400/64—Wheel forces, e.g. on hub, spindle or bearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1878—Neural Networks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1879—Fuzzy Logic 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
    • B60G2800/21—Traction, slip, skid or slide control
    • B60G2800/215—Traction, slip, skid or slide control by applying a braking action on each wheel individually
    • 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
    • B60G2800/22—Braking, stopping
    • 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
    • B60G2800/702—Improving accuracy of a sensor signal
    • 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
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)

Definitions

  • the present invention relates to a method and a device for determining a force exerted on a wheel of a motor vehicle by a floor surface supporting said wheel, in a longitudinal direction of said wheel.
  • Embedded electronic systems are known to assist the driver of a vehicle when he is in different types of difficult situations. The best known are probably the ABS anti-lock systems and electronic control systems of the dynamic behavior of the ESP vehicle.
  • An ABS system acts on the braking system to prevent wheel lockup during emergency braking.
  • An ESP system also acts on the braking system, and possibly on the engine control, so as to improve the trajectory of a vehicle in a dangerous cornering situation, for example a tight turn initiated too quickly, that is to say to counteract a tendency of the vehicle to oversteer or understeer.
  • a common point of these systems is to aim to enhance the handling of a motor vehicle, that is to say specifically to seek to adapt the vehicle maneuver so that the longitudinal acceleration and / or lateral required not exceed the amount of effort that the road or surface on which the vehicle is moving can actually transmit to the vehicle through the tires. This can be done on the one hand by optimizing this amount of effort and on the other hand by adjusting the parameters of the maneuver, such as the braking force, the engine speed or the steering angle of the wheels.
  • an ABS system performs a control of the braking force applied to the wheel to maintain the longitudinal force exerted by the road on the tire to a maximum allowable level.
  • FIG. 5 represents the evolution of the coefficient of friction ⁇ between the tire and the road as a function of the speed of slip Vg. It can be seen from this figure that there exists an optimum sliding speed Vg 0 for which the coefficient of friction ⁇ is maximum. If we consider the load carried by the constant wheel, this optimal sliding speed Vg 0 also maximizes the road force on the tire, which is proportional to the coefficient of friction ⁇ .
  • the sliding speed Vg of the wheel exceeds Vgo, the force exerted by the road on the wheel begins to decrease, which implies that the deceleration of the vehicle tends to decrease while the deceleration of the wheel tends to increase.
  • the longitudinal contact force between the ground and the wheel constitutes both a deceleration force of the vehicle and a driving force of the wheel which is opposed to the braking force. applied by the service brake.
  • the sliding speed increases, leading to an increase in the reduction of the coefficient of friction.
  • the ABS systems are conventionally set to operate in a sliding speed range S located substantially below Vgo, as can be seen in FIG. 5, so as to avoid the critical zone Vg> Vgo.
  • Vg Vgo
  • the present invention aims to provide a method and a device for accurately determining the force exerted on a wheel, in particular a drive wheel, by a ground surface supporting said wheel, in a longitudinal direction of said wheel, from measurements. in the ground connection.
  • the invention provides a method for determining a longitudinal force exerted on a wheel of a motor vehicle by a floor surface supporting said wheel, said vehicle comprising connecting means connecting said wheel to a body of said vehicle, characterized in that said method comprises the steps of: measuring a real effort at at least one measuring point in said connecting means, calculating a force resulting from a transmission through said connecting means from said at least one measurement point up to said wheel of a body-side force which depends at least on said actual force, calculating said longitudinal force exerted on said wheel by said ground surface as a function of at least said force resulting from a transmission .
  • the body side force can be a driving force, especially when no braking is applied to the wheel, or a resisting force, especially when no driving torque is applied to the wheel or that the engine torque is measured separately and that its contribution is subtracted from the actual effort measured.
  • a longitudinal component of the force exerted on said wheel by the ground surface is thus determined, said longitudinal component being parallel to the intersection of a median plane of the wheel with the ground.
  • said force resulting from a transmission is calculated as a function of at least one parameter chosen from a steering angle of said wheel, a vertical distance from said wheel relative to said body, the activity state of a braking system coupled to said wheel and a driving torque applied to said wheel by an engine of said vehicle.
  • a step of measuring a steering angle of said wheel said transmission resulting force being calculated according to said steering angle.
  • a step of measuring a vertical distance from said wheel relative to said box said effort resulting from a transmission being calculated according to said vertical distance.
  • a step of detecting the state of activity of a braking system coupled to said wheel said effort resulting from a transmission being calculated according to said state of activity. For example, a first transfer function, adapted to model the transmission of a side force of the engine type side, is chosen when the braking system is inactive and a second transfer function, adapted to model the transmission of a side force resistant type box, is chosen when the braking system is active.
  • said force resulting from a transmission is calculated by applying to said body side force a transfer function representative of said connecting means.
  • said transfer function is applied by means of at least one neural network.
  • said wheel is driving, said method comprising the step of measuring a motor torque applied to said wheel by a motor of said vehicle, said force resulting from a transmission being calculated as a function of said engine torque.
  • said body side force is constituted by said actual force.
  • said longitudinal force exerted on the wheel is calculated equal to the effort resulting from the transmission of the actual force through the connecting means. This results in a particularly simple process which provides a precise determination of the force exerted on the wheel in the most common vehicle driving situations.
  • the method according to the invention comprises the step consisting in calculating a virtual motor effort on the wheel side representing a reaction of said ground surface to said engine torque, said body side force being also dependent on said virtual engine effort side wheel, said force resulting from the transmission of said body-side force being calculated as a wheel-resistant virtual effort, said longitudinal force exerted on said wheel by said ground surface being calculated as a function of said virtual force on the wheel side and said virtual force resistance on the wheel side.
  • This process is based on a decomposition of the longitudinal force into two virtual components. Indeed, at any moment, we can consider that the wheel undergoes in its contact area with the ground two simultaneous efforts: a virtual motor effort, corresponding to the action of the transmission on the wheel ⁇ this action can actually be driving (acceleration) or resistance (engine braking) compared to the actual movement of the vehicle - and a resistant virtual force, corresponding to resistant effects such as, for example the rolling resistance of the tire and the effect of the vehicle braking system.
  • a virtual motor effort corresponding to the action of the transmission on the wheel ⁇ this action can actually be driving (acceleration) or resistance (engine braking) compared to the actual movement of the vehicle - and a resistant virtual force, corresponding to resistant effects such as, for example the rolling resistance of the tire and the effect of the vehicle braking system.
  • a virtual motor effort corresponding to the action of the transmission on the wheel ⁇ this action can actually be driving (acceleration) or resistance (engine braking) compared to the actual movement of
  • these elements of the ground connection are the wheel carrier, the suspension arms, the elastic joints, the springs, the dampers and the steering system of the vehicle.
  • the fact of decomposing the real longitudinal force into two virtual components makes it possible to take these different distributions into account and thus to accurately determine the actual force from one or more measurements of forces in the ground connection.
  • the first component (virtual motor effort) is calculated from the instantaneous value of the torque transmitted to the wheel by a motor shaft.
  • the second component resistant virtual effort
  • the virtual motor force on the wheel side represents a reaction of the ground surface to the driving torque applied to the wheel, but does not represent at least one strong influence exerted on the wheel, for example a strong force exerted by the control system. braking and / or rolling resistance of the tire at the contact area, this or these resistant influences being represented by the resistant virtual force.
  • said virtual effort motor side wheel is calculated as a force exerted by said ground surface on said wheel by reacting to all of said engine torque.
  • the calculation of said cash-side force comprises the steps of: calculating a virtual driving force on the body side which would result from a transmission of said virtual force on the wheel side from said wheel to said at least one measuring point through said connecting means, calculating said body side force as a cash-resistant virtual force effort as a function of said actual force and said virtual engine side force effort, said cash-resistant virtual force being applied at said at least one measuring point.
  • the method according to the invention comprises a step of measuring a steering angle of said wheel, said virtual force engine side and / or said virtual force resistant wheel side being calculated (s) according to said steering angle.
  • the method according to the invention comprises a step consisting in measuring a vertical distance from said wheel relative to said box, said virtual force force side and / or said virtual force resistant wheel side being calculated (s) according to said vertical distance.
  • said virtual effort motor side can be calculated by applying to said virtual force wheel side a first transfer function representative of said connecting means.
  • said virtual resistance load on the wheel side can be calculated by applying a second transfer function representative of said connection means to said case-resistant virtual force force.
  • said first function and / or said second function is applied by means of at least one neural network.
  • a neuron network subjected to prior learning makes it possible to model very precisely and realistically, semi-phenomenologically, the transmission of the forces through the connecting means, in particular to account for the non-linearity of the transmission and resonance phenomena.
  • a first neural network is used to apply the first function and a second neural network to apply the second function.
  • said at least one measurement point comprises a point of connection between said connecting means and said box, said actual measured force being a force exerted on said box at said connection point.
  • said connecting means comprise a hub-carrier on which said wheel is mounted, a triangle or suspension arm connected to said hub-carrier, and at least one elastic hinge comprising two armatures connected by an elastic body, a first of said armatures being fixed to said suspension triangle, a second of said armatures being fixed to said body and constituting said at least one connection point of the body.
  • said actual force is measured by determining a deformation of said elastic body.
  • the invention also provides a device for determining a longitudinal force exerted on a wheel of a motor vehicle by a ground surface supporting said wheel, said vehicle comprising connecting means connecting said wheel to a body of said vehicle, characterized by the fact that said device comprises: means for measuring a real force at at least one measurement point in said connecting means, means for calculating a force resulting from a transmission through said connecting means from said at least one measurement point to said wheel of a body side force which depends at least on said actual force, a means for calculating said longitudinal force exerted on said wheel by said ground surface as a function of at least said force resulting from a transmission.
  • a means for measuring a steering angle of said wheel said force resulting from a transmission being calculated as a function of said steering angle.
  • a means for measuring a vertical distance from said wheel relative to said box said effort resulting from a transmission being calculated as a function of said vertical distance.
  • a means for detecting the state of activity of a braking system coupled to said wheel said effort resulting from a transmission being calculated as a function of said state of activity.
  • the device comprises: a means for calculating a virtual motor force on the wheel side representing a reaction of said ground surface to said engine torque, a means for calculating a virtual driving force on the body side which would result from a transmission of said effort virtual motor wheel side from said wheel to said at least one measurement point through said connecting means, means for calculating said body side force as a virtual force resistant force side force according to said actual force and said virtual effort engine side crate, said virtual force resisting side force being applied at said at least one measuring point, said force resulting from the transmission of said body side force being calculated as a virtual stress resistant wheel side, said longitudinal force exerted on said wheel by said floor surface being calculated as a function of said virtual force on the wheel side and of said virtual resistance on the wheel side.
  • said means for calculating said virtual effort motor side cash comprises a first neural network.
  • said means for calculating said virtual resistance load on the wheel side comprises a second neural network.
  • FIG. 1 is a partial cutaway perspective view of a motor vehicle designed to implement a stress determination method according to the invention
  • FIG. 2 represents a suspension triangle of the vehicle of FIG. 1 provided with a device for measuring effort
  • FIG. 3 is a schematic representation of the forces taken into account in the method of FIG.
  • FIG. 4 is a flowchart representing the method implemented by the vehicle of FIG. 1;
  • FIG. 5 is a graph showing the evolution of the coefficient of friction ⁇ between a vehicle wheel and a road according to the speed; slip Vg of the wheel,
  • FIG. 6 is a schematic functional block representation of a force determination device according to the invention embedded in the vehicle of FIG. 1;
  • FIGS. 7 and 8 represent two neural networks of the device of FIG. 6.
  • FIG. 1 represents the front of a motor vehicle 1 with traction.
  • the front axle 2 of the vehicle 1 is more particularly shown, the other parts of the vehicle 1 being sketched in broken lines. To describe the constitution of the front axle 2, it is limited to describe one half, the front axle 2 being substantially symmetrical.
  • Each front wheel 3 is pivotally mounted on a hub carrier 4 which is assembled to the body 5 of the vehicle 1 by a wishbone 6 and a strut 7.
  • the body 5 designates the suspended part of the vehicle 1.
  • the leg 7 conventionally has two parts 7a, 7b movable relative to each other, the lower end of the lower part 7b being fixed to the hub carrier 4 while the upper end of the upper part 7a is fixed to the body 5.
  • a transmission shaft 15 is connected to the wheel 3 to transmit a motor torque T from a motor (not shown) of the vehicle 1.
  • a steering rod 8 connects the hub carrier 4 to a steering column 9 of the vehicle 1 to change the orientation of the wheel 3.
  • the steering pivoting of the wheel 3 and the hub carrier 4 is carried around. an end 6a of the suspension triangle 6.
  • the orientation of the wheel 3 is determined by a steering angle ⁇ which is conventionally defined as the angle between the longitudinal direction of the vehicle 1, represented by the axis X, and the direction longitudinal of the median plane of the wheel 3, represented by the x axis.
  • the wheels are oriented to roll in a straight line, so the angle ⁇ is negligible.
  • the hub carrier 4 also carries a brake jaw 10 which can clamp a brake disc 11 secured to the wheel 3 to slow the rotation of the wheel 3.
  • the brake jaw 10 is part of a conventional service brake and is controlled in known manner by hydraulic or electrical means not shown.
  • the suspension triangle 6 comprises two branches 6b and 6c substantially perpendicular, better visible in Figure 2.
  • the connection between the suspension triangle 6 and the body 5 is made at two connection points A and B at means of two antivibration joints 12 and 13, for example joints of the elastic or hydroelastic type.
  • the antivibration joint 12 comprises an outer armature 12a which is rigidly fixed in a cylindrical housing situated substantially at the midpoint 6d of the triangle suspension 6, and an inner armature 12b forming the connecting point A which is fixed to the body 5 with a bolt (not shown) that is engaged in its interior space.
  • the antivibration joint 13 is fixed respectively to the other end 6e of the suspension triangle 6 and to the body 5 in a manner similar to the hinge 12.
  • the hinge 12 is provided with a measuring system 14 sensitive to the forces transmitted. .
  • FIG. 4 a first embodiment of an algorithm for determining the force Fx exerted by the ground on the wheel 3 in the longitudinal direction x of the wheel is now described.
  • an electronic device 40 embedded in the vehicle 1 is described for implementing this algorithm.
  • This electronic device 40 is not fully represented in FIG. 1 for the sake of clarity.
  • the steps of FIG. 4 and the components of FIG. 6 which are shown in phantom are not part of the first embodiment.
  • step 20 the engine torque F applied to the wheel 3 is measured by means of the transmission shaft 15.
  • the engine torque F can be oriented in both directions, depending on whether the vehicle is in phase. acceleration or in the engine braking phase.
  • the engine torque F is the torque received by the wheel 3 from the vehicle engine, this torque can actually have a driving effect on the vehicle 1 or, on the contrary, a braking effect.
  • Step 20 can be performed by a torque measuring sensor 21 cooperating with the transmission shaft 15 to measure the algebraic value of the engine torque F.
  • the engine torque measurement can also be performed by a engine specific electronic calculator.
  • a physical model is used to calculate a virtual motor effort FMx received by the wheel 3 from the ground in response to the engine torque F.
  • the effort FMx thus calculated is a virtual effort since it only represents the effect of the motor torque F.
  • Step 22 is performed by a calculation module 23 from the value of the engine torque F supplied by the sensor 21.
  • a virtual motor effort FAMX is calculated from the force FMx which would result from the transmission of the force FMx at the connection point A of the body 5 via the hub carrier 4, the suspension triangle 6 and articulation 12.
  • the FAMX force is oriented in the longitudinal direction X of the vehicle 1. This calculation is performed using a first function FTD representative of the mechanical properties of the connecting means connecting the This FTD function is modeled realistically by a method that includes both physical modeling and phenomenological approximations.
  • step 28 the steering angle ⁇ of the wheel 3 and the vertical suspension travel z of the wheel 3 relative to the body 5 are measured to be taken into account in the FTD function.
  • the vertical suspension travel z designates the vertical distance from a predetermined point of the body 5 with respect to the point of contact of the wheel 3 on the ground.
  • the hinge 12 is likened to a frictionless pivot about which the triangle 6 pivots and the hinge 13 is assimilated to an elastic spring of stiffness K mounted in parallel with a damper creating a damping force proportional to the relative speed of displacement of the armatures of the joint 13 with a damping coefficient C.
  • d (t) of the wheel 3 along the X axis gets the FAMX virtual motor effort by solving a system of differential equations of the form:
  • ⁇ FMx (t) M d "(t) + C d (t) + K d (t), where M denotes the unsprung mass associated with the wheel 3, that is to say the mass of the assembly formed essentially by the wheel 3, the hub carrier 4, the suspension triangle 6 and the lower part 7b of the strut 7, of (t) denotes the time derivative of the function d (t) and G denotes a phenomenological weighting coefficient
  • the coefficient G translates phenomena that are not explicitly modeled in the aforementioned equation system, that is to say the participation of the steering rod 8 and the strut 7 to the transmission of effort, the friction at the connections, for example at the ball joint connection between the hub carrier 4 and the triangle 6, the non -linearity of the elastic body of the joints 12 and 13, and others.
  • Step 25 is in fact carried out using a first neural network 26 which makes it possible to obtain a much more precise representation of the FTD function than with linear analytical modeling.
  • the neural network 26 receives as input the value of the force FMx, the value of the steering angle ⁇ and the value of the vertical deflection z of the wheel 3. It will be described in detail below.
  • the steering angle ⁇ is measured by a steering angle measuring sensor 24 cooperating with the steering column 9 of the vehicle 1.
  • the vertical displacement z is measured by a sensor 27 for measuring the relative displacement between the two parts 7a and 7b of the strut 7, relative to a predefined reference position.
  • step 29 the actual force FAX which is transmitted to the body 5 by the articulation 12 in the longitudinal direction X of the vehicle 1 is measured.
  • Various known measurement methods can be used to measure the actual effort FAX.
  • a FADX effort is calculated resulting from the difference between the actual effort FAX that is measured in step 29 and the virtual engine effort FAMX that is calculated in step 25:
  • FADX FAX - FAMX .
  • the FADX effort is the difference between the virtual FAMX engine effort and the actual FAX effort that is actually transmitted to the cashier.
  • the effort FADX thus corresponds to the effect, at the level of the articulation 12, of a resistant virtual force FDx exerted on the wheel 3 under the action, in particular, of the braking system when it is actuated and rolling resistance at the contact area between the wheel 3 and the ground.
  • Step 31 is performed by an adder module 32.
  • the FADX and FAMX efforts are virtual insofar as they can not be measured separately in the general case, only their FAX sum can be measured.
  • a decoupling of the motor with respect to the wheel 3 for example by disengaging, causes a cancellation of the motor virtual effort FAMX.
  • the resistant virtual force FDx is calculated from the effort FADX as a result of the transmission of the force FADX from the connection point A of the body 5 to the wheel 3 by the intermediate of the hinge 12, the suspension triangle 6 and the hub carrier 4.
  • the effort FDx which is calculated is oriented in the longitudinal direction x of the wheel 3.
  • This calculation is carried out using a second FTI function representing the dynamic properties of the connecting means connecting the body 5 to the wheel 3.
  • the FTI function is modeled by a method including both physical modeling and phenomenological approximations.
  • the FTI function can not be deduced from an inversion of the FTD function, because the virtual motor effort FMx and the resistant virtual effort FDx cause different solicitations. This follows from the fact that, for the mechanical system consisting of the unsprung mass associated with the wheel 3, the engine torque F is comparable to an external force applied to the center of the wheel 3, while the dissipative or braking forces comprise both internal forces and forces applied to the contact area between the wheel 3 and the ground.
  • the FTI function must therefore be modeled independently of the FTD function.
  • the steering angle ⁇ of the wheel 3 and the vertical clearance z of the wheel 3 relative to the body 5 are measured to be taken into account in the FTI function. Step 34 is not necessarily distinct from step 28.
  • the step 33 is preferably performed using another neural network 35, which provides a realistic and accurate representation of the FTI function.
  • the neuron network 35 receives as input the value of the effort FADX, the value of the steering angle ⁇ and the value of the vertical deflection z of the wheel 3. It will be described in detail below.
  • Step 36 is performed by an adder module 37, whose output is connected to an output interface 38 of the device 40 to put the effort value Fx available to an on-board assistance system, such as an ABS system or ESP (not shown).
  • an on-board assistance system such as an ABS system or ESP (not shown).
  • the device 40 communicates with such a support system by an internal data transport network 39 of the vehicle 1.
  • FIG. 3 schematically represents the forces FMx, FAMX, FADX and FDx taken into account to determine the load Fx.
  • the effort value Fx thus obtained is a very precise estimate of the longitudinal force transmitted to the wheel 3 at the level of its area of contact with the ground. This estimation is obtained in real time using the electronic device 40, the steps 20 to 36 being performed by time sampling during the operation and the circulation of the vehicle. For example, the measurement signals are sampled at a frequency of 200 Hz.
  • the functional modules 23, 32 and 37 of the device 40 may be in the form of an assembly of electronic components whose material design is specific for this purpose, or in the form of a generic electronic component assembly, for example a a generic microprocessor card, which is programmed by means of a specific computer program for that purpose, or as a combination of both.
  • a computer program is a set of instruction codes that can be read or written on a medium and executable by a computer or a similar device.
  • Neural networks 26 and 35 are stateful looped multilayer networks, each of which has a layer respective inlet 26a, 35a, a respective single hidden layer 26b, 35b and a respective output layer 26c, 35c.
  • the input layer 26a comprises three neurons receiving respectively an input signal representing the value of the virtual force FMx during the last three increments of index time k-1, k-2 and k-3, where k is the current index of the instant at which the virtual effort FAMX is calculated.
  • the network 26 therefore has a memory of order 3 on the inputs.
  • the input layer 26a also comprises three neurons respectively receiving an input signal corresponding to the value of the three state variables XI, X2 and X3 obtained at the previous time increment k-1, from a memory 30.
  • the input layer 26a comprises a neuron receiving a constant input signal c.
  • the hidden layer 26b consists of two sigmoidal neurons with linear activation with bias, and a multiplexing unit. Each of these elements is connected to each of the seven neurons of the input layer 26a.
  • the output layer 26c consists of a biased linear neuron which delivers an output signal FAMX (k) representing a current value of the virtual effort FAMX calculated at the index time step of index k, and three neurons.
  • linear lines which respectively deliver an output signal X1 (k) X2 (k) X3 (k) representing a current value calculated at the index time step k of the three state variables X1, X2 and X3 respectively.
  • the structure of the network 35 shown in FIG. 8 is essentially identical to that of the network 26, except for the input layer 35a which comprises a neuron receiving an input signal FADX (k1) representing a calculated value of the virtual effort FADX. at the time increment k-1, instead of the three corresponding neurons of the network 26.
  • the network 35 therefore has a first order memory on the inputs.
  • the output layer 35c comprises a biased linear neuron which delivers an output signal FDx (k) representing a current value of the virtual effort FDx, in place of the corresponding neuron of the network 26.
  • the input and output signals are sampled at the frequency of 200 Hz.
  • the two networks 26 and 35 are of order 3 on the states, i.e. they each have three state variables XI, X2 and X3, which are independent of the state variables of the other network.
  • the coefficients of the neurons making it possible to account for the FTD function, respectively of the FTI function are obtained at the end of a learning step.
  • the values of the coefficients are fixed at the end of this learning step, which is performed before putting the device 40 into service.
  • the first embodiment described above makes it possible to determine the longitudinal force exerted on the wheel 3 in a great many situations, including in complex driving situations where a significant motor effort and a significant resisting force are applied simultaneously to the wheel 3.
  • a second embodiment of the method and the effort determination device which is simpler than the first embodiment, and which is suitable for determining the longitudinal force exerted on the wheel 3 in simple driving situations, is now described. , ie when one of the motor force and the braking force is zero or at least negligible.
  • the algorithm shown in FIG. can be simplified by deleting step 31.
  • the longitudinal force Fx is obtained directly by applying the FTI transfer function to the measured effort FAX, which corresponds in this case to a resistant force side crate.
  • the algorithm shown in FIG. 4 can be simplified by omitting steps 22, 31 and 33.
  • the longitudinal force Fx is obtained directly from the measured effort FAX and a transfer function, which is applied in step 125.
  • a transfer function is used which models the transmission of the measured effort FAX, which in this case corresponds to a driving force on the body side, from the connection point A to the wheel 3 through the connecting means connecting the wheel 3 to the body 5.
  • this transfer function is the inverse of the FTD function used in the first embodiment.
  • this inverse transfer function can be advantageously calculated as a function of the engine torque F.
  • a logical indicator of braking system activity for example an ignition indicator of the rear brake lights or a warning indicator. movement sensitive movement of the brake pedal.
  • the driver is not generally significantly accelerating when he activates the braking system, it is chosen to perform the steps 131a, 33 and 131b when the braking system is active and the steps 141, 125 and 142 when the braking system is inactive.
  • FIG. 6 An on-board electronic device 140 for implementing this simplified algorithm is shown in FIG. 6, in which, in the second embodiment, the components 23, 32 and 37 are deleted and elements represented in phantom are added.
  • the measurement system 114 receives as input a logic variable L which indicates whether the braking system of the wheel 3 is active or inactive.
  • the measurement system 114 has two signal outputs 132a and 132b respectively connected to the neural network 35 and to a neural network 126, which is programmed to apply the inverse transfer function of the FTD function, taking into account the motor torque.
  • F the inverse transfer function of the FTD function
  • the measurement system 114 includes an output switch (not shown) that switches according to the variable L to select the output 132a when the braking system is active, in which case the value of effort Fx is transmitted to the output interface 38 via the link 144, and select the output 132b when the braking system is inactive, in which case the force value Fx is transmitted to the output interface 38 by the link 145.
  • the method and the device described above have been validated by comparison with direct measurements and make it possible to obtain an estimate of the longitudinal force Fx with an average squared error of less than 2%.
  • the embodiments described above relate to a driving wheel of a traction vehicle, the method and the device are also suitable for a drive wheel of a propulsion vehicle. It is also possible to equip a vehicle with several examples of the device 40 or 140 to determine the forces received by each of its driving wheels.
  • the method and the device are adaptable to a non-driving wheel, in which case the steps and components corresponding to the acquisition and treatment of the motor forces can be eliminated.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Mathematical Physics (AREA)
  • Software Systems (AREA)
  • Theoretical Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fuzzy Systems (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP03750861A 2002-07-31 2003-07-30 Verfahren und vorrichtung zur feststellung der ausgeübten reifenbelastung durch den boden Withdrawn EP1552259A2 (de)

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FR0209718A FR2843194A1 (fr) 2002-07-31 2002-07-31 Procede et disposiitif de determination d'un effort exerce sur une roue par le sol
FR0209718 2002-07-31
PCT/FR2003/002404 WO2004013592A2 (fr) 2002-07-31 2003-07-30 Procede et dispositif de determination d'un effort exerce sur une roue par le sol

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JP (1) JP2005534564A (de)
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AU (1) AU2003269079A1 (de)
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CN1678893A (zh) 2005-10-05
US7055917B2 (en) 2006-06-06
JP2005534564A (ja) 2005-11-17
WO2004013592A2 (fr) 2004-02-12
WO2004013592A3 (fr) 2005-04-28
FR2843194A1 (fr) 2004-02-06
CN100380108C (zh) 2008-04-09
AU2003269079A8 (en) 2004-02-23
US20050212356A1 (en) 2005-09-29
AU2003269079A1 (en) 2004-02-23

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