EP1638825A1 - Dispositif de stabilisation, vehicule equipe d'un tel dispositif et procede de stabilisation - Google Patents

Dispositif de stabilisation, vehicule equipe d'un tel dispositif et procede de stabilisation

Info

Publication number
EP1638825A1
EP1638825A1 EP04740247A EP04740247A EP1638825A1 EP 1638825 A1 EP1638825 A1 EP 1638825A1 EP 04740247 A EP04740247 A EP 04740247A EP 04740247 A EP04740247 A EP 04740247A EP 1638825 A1 EP1638825 A1 EP 1638825A1
Authority
EP
European Patent Office
Prior art keywords
yaw rate
rate signal
signal
vehicle
value
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Withdrawn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
EP04740247A
Other languages
German (de)
English (en)
Inventor
Stephan KÜPPER
Markus Raab
Avshalom Suissa
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.)
Daimler AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1638825A1 publication Critical patent/EP1638825A1/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Withdrawn legal-status Critical Current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
    • B60T8/17554—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 stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • 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
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/241—Lateral vehicle inclination
    • B60T8/243—Lateral vehicle inclination for roll-over protection
    • 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
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/246—Change of direction
    • 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
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B60G2800/0124—Roll-over conditions
    • 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
    • B60G2800/922—EBV - Electronic brake force distribution
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover
    • 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
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/18—Roll
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/20—Sideslip angle
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • 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
    • 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
    • B60W2720/18—Roll

Definitions

  • Stabilization device vehicle equipped with it and stabilization method
  • the invention relates to a stabilization device for driving-dynamic stabilization of a vehicle, with specification means for determining a target yaw rate signal and with limiting means for determining a limit yaw rate signal representing a maximum yaw rate of the vehicle such that the vehicle remains stable while taking into account the maximum yaw rate , and for limiting the target yaw rate signal to the limit yaw rate signal when the value of the target yaw rate signal exceeds the value of the limit yaw rate signal.
  • the invention further relates to a single-track or multi-track vehicle with such a stabilization device and a method with the functioning of such a stabilization device.
  • Such a stabilization device is, for example, in connection with the driving dynamics control of a vehicle, for example a passenger car from the article "FDR-The driving dynamics control from Bosch", ATZ Automobiltechnische Zeitschrift 96 (1994) 11, pages 674 to 689, author Anton van Zanten, Rainer Erhardt and Georg Pfaff.
  • the rain development concept of the known driving dynamics controller is based on the so-called single-track model, a target yaw rate calculated in the speed of the Anlagengeschwin ⁇ and of a set steering angle that the driver has chosen to a steering handle.
  • the target yaw rate is limited by the driving dynamics controller.
  • the vehicle dynamics control intervenes on the brakes and / or the engine of the vehicle on the basis of the limited target yaw rate.
  • the specifications of the driver of the vehicle with regard to the steering angle and the drive and braking torque the estimated vehicle speed and the coefficient of static friction of the wheels are evaluated.
  • the known stabilization device is primarily intended to prevent the vehicle from skidding. However, it is also problematic that the vehicle tips over, possibly even rolling over.
  • the stabilization device of the type mentioned at the outset provides that it has actual value means for providing a tilt angle signal representing the current tilt angle of the vehicle, and that the limiting means includes tilt angle means for determining the limit yaw rate signal on the basis of the tilt angle signal. hold, and that it has generating means for generating a steering intervention signal and / or at least one brake intervention signal based on the limited target yaw rate signal.
  • a vehicle according to the invention and a method according to the invention are designed in a corresponding manner in accordance with the technical teaching of a further independent claim.
  • the tipping angle sometimes referred to as the roll angle, describes the turning deflection of the vehicle around its longitudinal axis.
  • the generation means are, for example, a yaw rate control.
  • the steering intervention signal controls, for example, a steering actuator for steering the wheels of an axle. Brake actuators are controlled with the aid of the brake intervention signal or several brake intervention signals.
  • the stabilization device is preferably a so-called steer-by-wire control. However, the stabilization device can also form part of a vehicle dynamics controller of the vehicle.
  • the stabilization device expediently also takes into account the current swimming angle of the vehicle.
  • the float angle is the angle between the longitudinal axis of the vehicle and the vector of the vehicle speed.
  • the float angle signal which represents the float angle of the vehicle, is provided by the appropriately designed actual value means.
  • the limiting means conveniently contain slip angle means to iden ⁇ development of a second, floating angle-dependent boundary-Gierge- schwindtechnikssignals.
  • the limiting means limiting the value of the target yaw rate on the value of kippwin- kelconnecten yaw rate or slip angle ⁇ dependent yaw rate, depending on which is smaller of the two yaw rates.
  • the tilt angle signal can contain the current tilt angle of the vehicle. However, it is also possible that the tilt angle signal contains values from which the tilt angle can be determined. In principle, the same applies to the swimming angle signal, which can specifically contain the current swimming angle of the vehicle. However, it is also possible for it to contain values from which the vehicle floating angle can be determined, for example, among other things, the vehicle transverse speed and the vehicle longitudinal speed.
  • the limiting means select the target yaw rate signal as the input signal for the generating means if its value does not exceed the value of the (first), angle-dependent limit yaw rate signal and otherwise the limit yaw rate signal. signal, i.e. the maximum value of the yaw rate that is necessary for the driving stability of the vehicle. If the limiting means also have the second limit yaw rate signal which is dependent on the float angle of the vehicle, the limiting means select, for example, the smallest amount of yaw rate signal as the input yaw rate signal for the generating means, for example the yaw rate control.
  • yaw rate signal used in connection with the target yaw rate signal and the limit yaw rate signal. That is to say, the yaw rate signal is a signal which represents a default value and which, depending on what has been selected, corresponds either to the target yaw rate signal or to the limit yaw rate signal.
  • yaw rate signal is a signal which represents a default value and which, depending on what has been selected, corresponds either to the target yaw rate signal or to the limit yaw rate signal.
  • the default means are expediently based on at least one reference model of the vehicle.
  • This can be an essentially real image of the vehicle, for example.
  • the vehicle it is also possible for the vehicle to have a swish behavior, for example a sporty or comfortable desired behavior, as the reference model.
  • such desired models can be selected by a driver of the vehicle.
  • a reference model exists e.g. one or more differential equations that describe the behavior of the vehicle.
  • the actual value means expediently contain measuring means and / or estimation means.
  • the measuring means are, for example, the vehicle sensors, for example speed sensors, a yaw rate sensor, lateral acceleration sensors or the like.
  • the estimation means preferably contain an observer.
  • the observer is expediently not linear ar. For example, it is at the observer to ei ⁇ nen so-called Kalman filter.
  • the actual value means are expediently connected directly to the generation means.
  • the Istwertstoff represent input values for the generation means be ⁇ riding. It is also expedient for the generation means to provide input values for the actual value means.
  • the yaw rate signals are advantageously dependent on the direction of rotation.
  • a negative value of a yaw rate signal stands for a left turn and a positive value for a right turn of the vehicle about its vertical axis.
  • the limiting means are designed in a corresponding manner to limit the absolute value of the target yaw rate signal.
  • the tilt angle means and the slip angle means each provide a positive and a negative maximum limit yaw rate value in such a constellation.
  • the lower and the upper limit value can be contained in the first, yaw angle-dependent and the second, swimming angle angle-dependent limit yaw rate signal. The same applies mutatis mutandis to the target yaw rate signal generated by the default means.
  • the stabilizing device according to the invention is expedient ⁇ ßigerweise configured to be that the vehicle taking into account the maximum yaw rate will not overturn.
  • the limiting means for determining the limit yaw rate signals required to avoid a vehicle rollover are designed accordingly.
  • the means of the stabilization device according to the invention can be implemented in hardware and / or software.
  • the stabilization device expediently contains program code which can be executed by a control means, in particular a processor, a driving stability control and / or a steering control of the vehicle.
  • Steering control is, for example, the control of a steer-by-wir: e system.
  • the stabilization device according to the invention is preferably used in multi-lane vehicles, for example passenger cars or commercial vehicles.
  • the stabilization device can also be used in single-track vehicles, for example motorcycles.
  • the target yaw rate signal is advantageously determined as a function of a predefined steering angle signal and a variable representing the vehicle speed.
  • the determination can be made with the help of a mathematical model, which is based, for example, on the Ackermann relationship.
  • the invention is explained in more detail below on the basis of an exemplary embodiment with reference to the drawing.
  • the figure shows a vehicle according to the invention with a stabilization device according to the invention.
  • a vehicle 10 for example a passenger car with an internal combustion engine, not shown, has a front axle 11 with steerable wheels 12, 13 and a rear axle 14 with non-steerable wheels 15, 16.
  • the brakes 17 to 20, schematically represented by arrows, can be controlled by a stabilization device 25 by means of brake intervention signals 26 to 29.
  • the speed sensors 21 to 24 send de_r stabilization device 25 speed signals 30 to 33, which represent the respective speed of the wheel 12, 13, 15, 16.
  • a driver 36 can specify a desired direction ⁇ H , which is detected by a steering angle sensor 37, on a steering wheel 35 or another steering handle.
  • the steering angle sensor 37 generates a predetermined steering angle signal 38 and transmits this to the stabilization device 25.
  • the stabilizing device 25 generates, among other things, taking into account the predefined steering angle signal 38, a steering intervention signal 39 and transmits the steering intervention signal 39 to a steering actuator arrangement 40, which contains, for example, a servomotor or the like.
  • the steering actuator arrangement 40 steers the wheels 12, 13 of the front axle 11.
  • the stabilization device 25 could also send a steering intervention signal (not shown in the figure) to a steering actuator (not shown) associated with the rear axle 14, for example if the vehicle 10 has rear axle steering and / or would have a combined front or rear axle steering.
  • the stabilization device 25 contains a so-called steer-by-wire control loop with default means 41, a yaw rate control 42, which forms the generation means according to the invention, detection and output means 43 and an observer 44.
  • the stabilization device 25 is based, for example, on a vehicle model with three mechanical degrees of freedom.
  • the roll angle ⁇ describes the current position of the vehicle 10.
  • the following equations of motion (1) - (3) of the vehicle can be derived from the pulse set in the transverse direction and the swirl set around the vertical and longitudinal axes of the vehicle 10 10 can be derived.
  • variables are used that are transformed to a horizontal coordinate system.
  • F s , v + F S , H are the lateral forces on the front and rear axles
  • l v and 1 H are the center of gravity distances from the front and rear axles.
  • the functions A and C describe non-linear elements that are to be compensated for by the control technology.
  • the function B corresponds approximately to that reciprocal of the yaw moment of inertia depending on the tilt angle.
  • Function D roughly corresponds to the tilt angle-dependent quotient of the height of the center of gravity and the moment of inertia.
  • the lateral force at the front can be changed directly.
  • the side force of the x rear axle can be influenced by means of a brake intervention and / or a rear axle steering. Otherwise, the lateral force at the rear arises due to vehicle, tire and environmental parameters.
  • the control approach chosen as an example relates to a front axle steering with an optional single wheel brake intervention, for example by means of the brake intervention signals 26 to 29.
  • the present draft of the yaw rate control 42 or the tilting angle means 46 is expediently carried out using methods of the non-linear control technology, for example with a Ljapunov Function.
  • the Ljapunov function V is e.g. as follows:
  • V - ( ⁇ - ⁇ target ) 2 + -k l ( ⁇ - ⁇ SM f + -k 2 ( ⁇ - ⁇ target ) 2 , k ⁇ , k 2 > 0 (4)
  • the steering intervention signal 39 From the lateral force at the front axle S F v the Gieirra- can tenregelung 42, the steering intervention signal 39 to generate a wheel steering angle enthäl r.
  • a target yaw rate ⁇ target can also be determined from the Ljapunov function (4), ie the overall system swings steadily by a tilt angle ⁇ .
  • the following formula (7) forms the basis for the tilt angle means 45, which can also be referred to as tilt angle limitation control.
  • the coefficients ⁇ i, ⁇ 2 , ⁇ 3 which determine the control dynamics, are expediently chosen to be positively definite for the stability of the system.
  • the stabilization device 25 is designed such that it only limits the roll / tilt movement of the vehicle 10 when there is a risk of the vehicle 10 tipping or overturning.
  • slip angle means 47 which may be called angle limiter control in the present case also as Swim, 48 remains unaffected by the use of Kippwinkelstoff 46 and theratemit ⁇ tel. To put it very simply, it can be said that the slip angle means 47 spin, the tilt angle means prevent the vehicle 10 from tipping over in cooperation with the selection means 48.
  • the selection means 48 have a limiting function which is explained in more detail below.
  • the specification means 41 form a target yaw rate signal 49 based on the specification steering angle signal 38 and a variable representing the vehicle speed.
  • the variable representing the vehicle speed is contained, for example, in a driving state signal 56 to be described later.
  • this target yaw rate signal 49 forms the input variable for the yaw rate control 42.
  • the driver's steering request 36 cannot be implemented in the desired manner in every driving situation of the vehicle 10.
  • the target yaw rate signal 49 is monitored by the limiting means 45 and, if necessary, limited to a limit yaw rate signal.
  • the tilting angle means 46 provide the selection means 48 with a first limit yaw rate signal 50 and the swirl angle means 47 with a second limit yaw rate signal 51, which depends on the current slip angle speed of the vehicle 10.
  • the selection means 48 select the target yaw rate signal 49 if it is smaller in amount than the limit yaw rate signals 50, 51. Otherwise, the selection means 48 select the limit yaw rate signal 50 or 51, which is smaller in amount.
  • the yaw rate signals 49 to 51 are dependent on the direction of rotation, that is to say they are provided with a sign, for example. This applies both to the target yaw rate signal 49 and to the limit yaw rate signals 50 and 51. Contained accordingly the limit yaw rate signals 50, 51 each have an upper and a lower limit value. One could also speak of a limit yaw rate in the case of a right-hand curve or a limit yaw rate in the case of a left-hand curve, which are defined in each case by the tilt angle means or the slip angle means 46, 47.
  • the yaw rate control 42 generates output signals 52, which may include the steering intervention signal 39, for example.
  • the output signals 52 are detected by the detection and output means 43 and transmitted to the actuator system of the vehicle 10, for example the brakes 17 to 20.
  • the detection output means 43 for example, output the brake intervention signals 26 to 29 and detect the speed signals 30 to 33.
  • the detection means 43 and the observer 44 form components of actual value means 53.
  • the actual value means 53 measure and estimate system states of the vehicle 10, for example evaluating the speed signals 30 to 33 to determine the transverse and longitudinal speed of the vehicle 10. System values that cannot be measured, but which are required, for example, by the tilting angle means 46, are determined by the observer 44, so to speak estimated, which accordingly can also be referred to as an estimation means.
  • the observer 44 contains, for example, a Cayman filter and, for example, uses the steering angle r to estimate the longitudinal vehicle speed, the lateral acceleration and a yaw rate that the detection means 43 transmit to the observer as part of a signal 57, for example a swimming angle, a tilt angle, a tilt angle speed or the like of the vehicle 10.
  • a signal 57 for example a swimming angle, a tilt angle, a tilt angle speed or the like of the vehicle 10.
  • the spring travel on the wheels 12, 13, - 15, 16 up to the ben determine one of the wheels so that the tilt angle and tilt angle speed could be determined as measured variables.
  • a yaw rate sensor 55 determines the current yaw rate of the vehicle 10 and transmits it to the stabilization device 25 as part of an actual yaw rate signal 54.
  • the observer 44 sends a driving state signal 56 to the specification means 41 as well as the float angle means 47 and the tilt angle means 46.
  • the driving state signal 56 contains, for example for the tilt angle means 46, the current tilt angle and / or the current tilt angle speed of the vehicle 10.
  • For the floating angle means 47 are in the driving state signal 56 include, for example, the slip angle and / or the slip angle speed and / or the longitudinal vehicle speed and the transverse vehicle speed of the vehicle 10.
  • the driving status signal 56 contains e.g. a tilt angle signal and a slip angle signal.
  • the longitudinal vehicle speed contained in the driving state signal 56 which represents a variable representing the vehicle speed, is supplied to the specification means 41 for determining the target yaw rate signal 49.
  • the yaw rate control 42 and the observer 44 are also expediently connected directly to one another. This optional embodiment of the stabilization device 25 is therefore drawn in dashed lines.
  • the observer 44 transmits the driving state signal 56 to the yaw rate control 42.
  • the yaw rate control 42 thus transmits its output signals 52 to the observer 44 the predefined variables for the vehicle actuator system.
  • the driving state signal 56 the contents of which the actual value means 53 determine and / or estimate, may also contain further signals, for example the longitudinal inclination and / or the transverse inclination of the road on which the vehicle 10 is moving.
  • a so-called Correvit sensor can also be provided, which can determine the vehicle transverse speed and longitudinal vehicle speed or, alternatively, the slip angle of the vehicle 10.
  • yaw rate and yaw rate used in the present description are synonymous.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (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)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un dispositif de stabilisation (25) pour la stabilisation de la dynamique de translation d'un véhicule (10), qui comprend : des moyens de prédétermination (41) pour déterminer un signal de vitesse d'embardée théorique (49) et des moyens de limitation (45) pour déterminer un signal de vitesse d'embardée limite (50) représentant une vitesse d'embardée maximale du véhicule (10), de sorte que ledit véhicule (10) demeure stable à la conduite, compte tenu de la vitesse d'embardée maximale et pour limiter le signal de vitesse d'embardée théorique (49) au signal de vitesse d'embardée théorique (50), lorsque la valeur du signal de vitesse d'embardée théorique (49) dépasse la valeur du signal de vitesse d'embardée limite (50). Il est prévu que le dispositif de stabilisation (25) présente des moyens de valeurs réelles (53) pour produire un signal d'angle d'inclinaison (56) représentant l'angle d'inclinaison actuel du véhicule (10). Il est également prévu que les moyens de limitation (45) contiennent des moyens d'angle d'inclinaison pour déterminer le signal de vitesse d'embardée limite (50) sur la base du signal d'angle d'inclinaison (56), et que le dispositif de stabilisation (25) comporte des moyens générateurs (42) pour produire un signal d'intervention de direction et/ou au moins un signal d'intervention de freinage, sur la base du signal de vitesse d'embardée théorique limité (49).
EP04740247A 2003-06-30 2004-06-24 Dispositif de stabilisation, vehicule equipe d'un tel dispositif et procede de stabilisation Withdrawn EP1638825A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10329278A DE10329278A1 (de) 2003-06-30 2003-06-30 Stabilisierungsvorrichtung, damit ausgestattetes Fahrzeug und Stabilisierungsverfahren
PCT/EP2004/006833 WO2005000650A1 (fr) 2003-06-30 2004-06-24 Dispositif de stabilisation, vehicule equipe d'un tel dispositif et procede de stabilisation

Publications (1)

Publication Number Publication Date
EP1638825A1 true EP1638825A1 (fr) 2006-03-29

Family

ID=33546717

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04740247A Withdrawn EP1638825A1 (fr) 2003-06-30 2004-06-24 Dispositif de stabilisation, vehicule equipe d'un tel dispositif et procede de stabilisation

Country Status (3)

Country Link
EP (1) EP1638825A1 (fr)
DE (1) DE10329278A1 (fr)
WO (1) WO2005000650A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE602005022823D1 (de) * 2005-02-23 2010-09-23 Ford Global Tech Llc Methode und Vorrichtung zur Gierratenkontrolle eines Fahrzeugs
DE102006008668A1 (de) * 2006-02-24 2007-08-30 Audi Ag Lenksystem und Verfahren zum Bewegen von Rädern eines zweispurigen Fahrzeugs
DE102009000922A1 (de) 2009-02-17 2010-08-19 Robert Bosch Gmbh Verfahren zur Fahrzeugstabilisierung mit integrierter Funktion zur Umkippvermeidung
DE102014017127B4 (de) 2014-11-19 2018-08-16 Audi Ag Lenkvorrichtung für ein zweispuriges Fahrzeug
DE102017218340A1 (de) * 2017-10-13 2019-04-18 Continental Automotive Gmbh Verfahren zum Erzeugen eines Umfeldmodells für ein Fahrzeug
DE102018222442A1 (de) 2018-12-20 2020-06-25 Audi Ag Verfahren zur Steuerung eines Steer-by-Wire-Lenksystems in einem Kraftfahrzeug und Steer-by-Wire-Lenksystem
DE102021127907A1 (de) 2021-10-27 2023-04-27 Cariad Se Verfahren und Regelsystem zum Erkennen eines stabilen fahrdynamischen Systemzustandes eines Fahrzeugs sowie ein Fahrzeug mit einem solchen Regelsystem

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4229504B4 (de) * 1992-09-04 2007-11-29 Robert Bosch Gmbh Verfahren zur Regelung der Fahrzeugstabilität
DE19830189A1 (de) * 1998-05-14 1999-11-18 Continental Teves Ag & Co Ohg Verfahren zur Erhöhung der Kippstabilität eines Fahrzeugs
DE19851978A1 (de) * 1998-11-11 2000-05-25 Daimler Chrysler Ag Verfahren zur Regelung der Querdynamik eines Fahrzeuges mit Vorderachs-Lenkung
DE10065010A1 (de) * 2000-12-23 2002-07-04 Bosch Gmbh Robert Verfahren und Vorrichtung zum Stabilisieren eines Fahrzeugs
DE10130663A1 (de) * 2001-06-28 2003-01-23 Continental Teves Ag & Co Ohg Verfahren zum Modifizieren einer Fahrstabilitätsregelung eines Fahrzeugs
US6654674B2 (en) * 2001-11-21 2003-11-25 Ford Global Technologies, Llc Enhanced system for yaw stability control system to include roll stability control function

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2005000650A1 *

Also Published As

Publication number Publication date
DE10329278A1 (de) 2005-01-27
WO2005000650A1 (fr) 2005-01-06

Similar Documents

Publication Publication Date Title
EP1197409B1 (fr) Procédé pour le réglage de la dynamique de marche d'un véhicule automobile
EP1056630B1 (fr) Dispositif et procede de stabilisation pour vehicule
DE112004002252B4 (de) Verfahren zum Unterstützen eines Fahrzeugbedieners beim Stabilisieren eines Fahrzeugs
DE10340629B9 (de) Steuersystem für ein Kraftfahrzeug
EP1000838B9 (fr) Méthode pour le contrôle des dynamiques transversales d'un véhicule avec direction pour les roues avant
EP0920389B1 (fr) Procede et dispositif pour le reglage de grandeurs representatives du mouvement d'un vehicule
DE10149190B4 (de) Vorrichtung und Verfahren zur Wankregelung für ein Fahrzeug
DE10348738B4 (de) Steuerungssystem für ein Kraftfahrzeug und Verfahren zum Steuern eines Kraftfahrzeugs
DE102005018069B4 (de) Steuerung für aktive Radlenkung
DE10254211A1 (de) Gier-Stabilitätssteuersystem mit Roll-Stabilitätssteuerfunktion
DE19751891A1 (de) Verfahren und Vorrichtung zur Stabilisierung eines Fahrzeuges bei Kipptendenz
WO1992005984A2 (fr) Procede pour l'amelioration de la maitrise de vehicules automobiles lors du freinage
DE60318674T2 (de) Verfahren und Vorrichtung zur Fahrzeugstabilisierung
WO2005087521A1 (fr) Procede de regulation de la dynamique de roulement d'un vehicule a moteur, dispositif permettant la mise en oeuvre dudit procede et son utilisation
DE102005018519B4 (de) Verfahren zur Fahrdynamik-Regelung von Kraftfahrzeugen
EP1890920A1 (fr) Regulation de dynamique de vehicule adaptee a l'etat de mouvement et fondee sur des interventions sur l'angle de braquage
EP2004427A2 (fr) Système destiné à influencer le comportement routier d'un véhicule automobile
EP1483129A1 (fr) Dispositif pour fournir des parametres
DE102006052698A1 (de) Verfahren und Vorrichtung zum Stabilisieren eines Kraftfahrzeugs
DE102017112290A1 (de) Dynamisches echtzeitsystem zur stabilitätskontrolle durch den fahrer
EP1362720A2 (fr) Véhicule automobile, notamment une voiture, avec un dispositif de stabilisation antiroulis
DE102004048531A1 (de) Vorrichtung und Verfahren zur Stabilisierung eines Fahrzeugs
EP1638825A1 (fr) Dispositif de stabilisation, vehicule equipe d'un tel dispositif et procede de stabilisation
DE60214637T2 (de) Verfahren und Vorrichtung mit dynamischer Vorwärtssteuerung zur integrierten Lenk- und Bremssteuerung eines Kraftfahrzeugs
DE10050421A1 (de) Fahrdynamik-Regelverfahren eines Kraftfahrzeuges

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20051210

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20061215