EP1929241A1 - Systeme servant a determiner un angle d'inclinaison absolu par rapport a l'horizontale - Google Patents

Systeme servant a determiner un angle d'inclinaison absolu par rapport a l'horizontale

Info

Publication number
EP1929241A1
EP1929241A1 EP06806875A EP06806875A EP1929241A1 EP 1929241 A1 EP1929241 A1 EP 1929241A1 EP 06806875 A EP06806875 A EP 06806875A EP 06806875 A EP06806875 A EP 06806875A EP 1929241 A1 EP1929241 A1 EP 1929241A1
Authority
EP
European Patent Office
Prior art keywords
acceleration
angle
sensor element
arrangement
horizontal
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Withdrawn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
EP06806875A
Other languages
German (de)
English (en)
Inventor
Thomas Brandmeier
Christian Lauerer
Michael Feser
Jens Paggel
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive 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 Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP1929241A1 publication Critical patent/EP1929241A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R21/0133—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by integrating the amplitude of the input signal
    • 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
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C9/00—Measuring inclination, e.g. by clinometers, by levels
    • 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
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • 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
    • 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
    • B60G2800/019—Inclination due to load distribution or road gradient
    • B60G2800/0194—Inclination due to load distribution or road gradient transversal with regard to vehicle
    • 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
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0002—Type of accident
    • B60R2021/0018—Roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R2021/01306—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over monitoring vehicle inclination
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • B60R2021/01327—Angular velocity or angular acceleration
    • 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
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • 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
    • 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
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/072—Curvature of the road
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road

Definitions

  • the invention relates to an arrangement for determining an absolute angle of inclination relative to the horizontal with at least one sensor element having a main axis of sensitivity, wherein the at least one sensor element is arranged such that its main axis of sensitivity is in the plane defined by the angle of inclination to be detected (inclination plane) and at least one sensor element generates a sensor signal as a function of the angle of inclination relative to the horizontal.
  • the detection of the absolute inclination angle is for example for the reliable detection of a rollover of a motor vehicle of great importance.
  • the fundamental problem in detecting a vehicle smash - next to the long time scale on which the event occurs - is the angle of the vehicle relative to the horizontal.
  • This angle which is also referred to as the vehicle or roll angle, has hitherto been determined by integration over a measured angular velocity (so-called roll rate or yaw rate) over the vehicle's longitudinal axis (so-called roll axis).
  • the precision of the result for this integration is determined by two unknowns: the start value of the integral and the sensor zero point of a rotation rate sensor used to determine the rotation rate. To make matters worse, in practice that all real rotation rate sensors have a zero point drift.
  • the zero-point drift of the sensor is usually determined by a very slow low-pass filter. This is based on the assumption that the motor vehicle is normal
  • FIG. 1 shows the roll rate necessary for the rollover of a motor vehicle as a function of the bank angle and thus of the vehicle angle relative to the horizontal.
  • DE 44 36 379 A1 discloses a sensor arrangement for detecting a specific angle of inclination.
  • the sensor arrangement consists of at least two sensor elements, these being arranged such that their main sensitivity axes lie in the plane defined by the tilt angles to be detected and form an angle with respect to a reference plane of the arrangement corresponding to the tilt angles to be detected.
  • the sensor elements each generate a sensor signal as a function of the angle of inclination of the reference plane relative to the horizontal direction.
  • the sensor elements are arranged with their Haupt restkeitsachse at an angle to the horizontal, which corresponds to the tilt angle of, for example, integrated in a vehicle arrangement. This means that the main axis of sensitivity of a sensor element lies exactly level when the vehicle is in the right or left tilt position. Due to the principle of the structure of the sensor elements, a sensor signal is emitted exactly when the vehicle has reached this tilting position.
  • the sensor arrangement described in DE 44 36 379 A1 is thus able to detect an absolute angle of the vehicle relative to the horizontal, the detection is restricted to a single angle, which is determined by the arrangement of the main sensitivity axes of the sensor elements.
  • An inventive arrangement for determining an absolute inclination angle which is also referred to below as the absolute angle, has at least one sensor element which has a main axis of sensitivity.
  • the at least one sensor element is arranged such that its main sensitivity axis lies in the plane defined by the inclination angle to be detected (inclination plane) and the at least one sensor element generates a sensor signal as a function of the inclination angle relative to the horizontal.
  • the sensor signal provided by the sensor element is a measured acceleration of the device.
  • a device for determining an acceleration component of the measured acceleration and a processing unit to which the measured acceleration and the acceleration component can be supplied in order to determine an acceleration adjusted by the acceleration component, from which the absolute angle of inclination of the arrangement relative to the horizontal can be determined is.
  • the invention is used inter alia in a means of transport, in particular in a motor vehicle in conjunction with an occupant protection system, wherein the absolute angle of inclination is used for the decision whether a protective device of the occupant protection system is triggered and / or the vehicle stabilizing measures are taken.
  • the tilt plane formed or defined by the at least one sensor element is perpendicular to a vehicle longitudinal axis of the vehicle. Accordingly, the tilting axis of the vehicle to be monitored runs parallel to the direction of travel of the vehicle.
  • the arrangement according to the invention makes it possible to determine the actual angle of inclination relative to the horizontal, that is to say independent of the criticality of the angle of inclination with regard to an unstable driving situation or an threatened rollover. It can thus not only a single angle, such as the tilt angle in DE 44 36 379 Al, are recognized, but it is possible at any time of movement, but also during the stoppage of the arrangement, the indication of the angle to the horizontal.
  • the acceleration component is determined in a direction which deviates from a direction of movement of the arrangement.
  • the direction of movement corresponds, for example, to the direction of travel of the vehicle.
  • the acceleration component is a transverse acceleration of the, moved in the direction of movement, arrangement.
  • the lateral acceleration corresponds to that during a dynamic driving situation of the vehicle
  • Vehicle occurring centrifugal acceleration by what proportion of the measured by the at least one sensor device acceleration is adjusted.
  • the measured acceleration is attributed to the proportion of the vertical dynamics and the gravitational acceleration, from which the absolute angle of the arrangement or of the vehicle can be determined with high accuracy.
  • the acceleration component can be determined in different ways, eg measured or calculated.
  • sensory determined measured values can be used in particular in a vehicle elsewhere, as a result of which the realization of the invention is possible in a cost-effective manner without further components.
  • the device for determining the acceleration component is designed to determine these from at least one of the following parameters: the speed of the arrangement; a curve radius on which the arrangement is located; a yaw rate; a steering angle.
  • This information is provided, for example, by an ABS (antilock braking system) and / or an ESP (Electronic Stability Program) sensor system. Wheel speed information and possibly speed information can be used by the ABS sensor system to calculate the lateral acceleration.
  • the ESP sensor can be used to interrogate the yaw angle change and the longitudinal speed and possibly also the steering angle and to calculate the lateral acceleration.
  • the at least one sensor element is arranged with its main sensitivity axis at an angle in the inclination plane to the horizontal, whereby an improved measurement accuracy of the measured acceleration and thus the absolute angle determined therefrom can be achieved.
  • a first sensor element with a first main sensitivity axis and a second sensor element with a second main sensitivity axis are provided.
  • two sensor elements one obtains an intrinsic correction of the sensor drift if it has the same sign for both sensors. In the worst case of an opposite sensor drift, the error is as great as that of the measured value determined with a single sensor.
  • the absolute inclination angle ⁇ of the arrangement with respect to the horizonals according to the formula
  • Ai, m is the acceleration measured by the first sensor element
  • a 2 , m are the acceleration measured by the second sensor element; a y , dyn the acceleration component;
  • a 2 is the adjusted acceleration of the second sensor element; ⁇ is the absolute inclination angle.
  • the vehicle angle ⁇ to the horizontal can be determined by the measured gravitational accelerations Al and A2 of the two sensor elements according to (1), where (1) applies in this general form at rest and straight ahead of the arrangement or the vehicle. In dynamic driving situations the centrifugal acceleration of the vehicle must be considered.
  • the centrifugal acceleration can be determined from the measurement signals described above, for example the ABS or ESP sensor technology.
  • the measured lateral acceleration (Ai, m of the first sensor element and A 2 , m of the second sensor element) can be in a dynamic driving situation (eg fast cornering) around the "dynamic" component
  • the remaining static acceleration (Ai or A 2 ) can be used to calculate the angle, which determines the absolute angle of the vehicle.
  • the first main sensitivity axis of the first sensor element and the second main sensitivity axis of the second sensor element are arranged at an angle of 90 ° to one another.
  • the first main axis of sensitivity of the first sensor element and the second main axis of sensitivity of the second sensor element each occupy an angle of 45 ° to the vertical of the arrangement when the absolute inclination angle to the horizontal is 0 °.
  • the two sensor elements determine - when the vehicle is at rest and in the horizontal - the same measured value. The change in the measured value is linear in the angular variation of the vehicle relative to horizontal.
  • the sensor signal is linear in the measured variable and, on the other hand, two signals are compared in order to determine a parameter. This redundancy increases the accuracy in measuring the acceleration of the vehicle. However, an angle-linear measured value is already available with a sensor element.
  • this therefore also has a further device for tilt angle calculation, which is designed to carry out an integration via a rotation rate determined by a rotation rate sensor. Since dynamic driving limit situations are generally only of short duration and the method of calculating the angle for short time intervals is quite precise, the faulty integration does not represent a disadvantage.
  • the last determined absolute angle is used according to a further preferred embodiment, which is determined as described above. This ensures a higher accuracy in determining the angle compared to conventional methods.
  • a switching device is provided, which determines according to predetermined criteria, whether the inclination angle of the arrangement relative to the horizontal by the further device using rotation rate signals or not to be determined, and the second device is activated accordingly or not.
  • FIG. 2 shows a vehicle in a schematic representation from the rear with a sensor element pair in a position inclined relative to the horizontal;
  • FIG. 3 shows the course of determined vehicle inclinations over time, which contrasts uncompensated inclination angle determination with a reference method
  • FIG. 4a shows a representation of a first vehicle model, according to which a driving dynamics-induced acceleration component a y , d yn can be determined
  • FIG. 5 shows the comparison of time profiles of the acceleration-dynamically induced acceleration component ay, dyn r determined with different vehicle models 6 is a schematic representation of the arrangement according to the invention, which is extended by a further device for tilt angle calculation, which is designed to perform an integration via a rotation rate determined by a rotation rate sensor;
  • FIG. 7 shows the comparison of time profiles of the determined bank angle
  • the sensor elements designed as acceleration sensors have a main sensitivity axis H1 or H2.
  • the tilt plane spanned by the sensor elements or by their main sensitivity axes is perpendicular to a vehicle longitudinal axis (perpendicular to the plane of the page) of the vehicle 1. Accordingly, the tilting axis of the vehicle to be monitored runs parallel to the direction of travel of the vehicle.
  • an acceleration Ai, m or A 2 , m is measured, each of a component a y , d y n in the y-direction (transverse to the direction of travel and parallel to a reference plane 3) and a component of a z, dyn Reassemble the in z-direction (perpendicular to the reference plane 3).
  • the reference plane 3 is inclined relative to a horizontal plane 2 by the inclination angle ⁇ to be determined.
  • the component acting in the direction of travel (x-direction) which is influenced by ascending and descending, can be neglected in the context of the present invention, since its influence is low.
  • the main sensitivity axes Hl, H2 of the two acceleration sensors form an angle of 90 ° to each other.
  • Both acceleration sensors preferably assume an angle Oi, O 2 of 45 ° to the vehicle vertical or to the reference plane 3.
  • both accelerometers measure gravity and inertial acceleration in dynamic driving situations.
  • the measuring range of the acceleration sensors should be chosen such that, taking into account the digitization errors or the possible signal resolution (determined by a signal background noise), the proportion of gravity delivers a sufficiently large signal in the measurement of the acceleration Ai, m or A 2 , m ,
  • the centrifugal acceleration can be e.g. determine measurement signals provided by an ABS or ESP sensor. In addition, other methods can be used.
  • Speeds v VL , V VR , V HL and V HR of the four wheels or their wheel speeds of the vehicle are determined from which the speed v of the vehicle and a driven by this radius of curvature can be determined.
  • the arrangement is typical for an ABS sensor. Using a in the figure as a vehicle model 1 designated and familiar to those skilled algorithm then a y , d y n can be determined.
  • the driving-dynamically induced acceleration component a y , d yn can also, as can be seen from FIG. 4b, be calculated from the vehicle speed v and the yaw rate ⁇ (in the figure above) or the vehicle speed v, the yaw rate ⁇ and the steering angle ⁇ L (in FIG the figure below) are determined.
  • This arrangement is typical for an ESP sensor.
  • the acceleration-dynamically induced acceleration component a y , d yn is known, the measured lateral acceleration (Ai, m of the first sensor element and A 2 , m of the second sensor element) can be reduced by the "dynamic" component in a dynamic driving situation (eg fast cornering) ( equations (2) and (3)) and the remaining static acceleration (Ai or A 2 ) are used for the angle calculation (see equation (I)), whereby the absolute angle ⁇ of the vehicle can be determined.
  • a dynamic driving situation eg fast cornering
  • the measured acceleration is thus attributed to the vertical dynamics and the gravitational acceleration. With this remaining acceleration, the absolute angle ⁇ of the vehicle is determined with high accuracy.
  • the rollout rate of rotation of the vehicle By differentiation can be determined from the absolute angle, the rollout rate of rotation of the vehicle, which in principle a replacement of conventional yaw rate sensors can be created.
  • the dynamic vertical acceleration can be determined by the fact that the gravitational acceleration is constant. If the vehicle is traveling on a gradient (in the x-direction), errors of the order of magnitude (1-cos ⁇ ) occur, where ⁇ represents the inclination angle of the gradient. In most everyday situations, the error is negligible.
  • FIG. 5 shows different time profiles of centrifugal accelerations which were determined with different vehicle models and thus with different input values, as described in conjunction with FIGS. 4a and 4b by way of example.
  • FIG. 7 shows the result of the two different calculation methods on the basis of the chronological progression of the bank angle, wherein a switchover takes place at the time 9 sec.
  • Fig. 8 shows the result of differentiation of the absolute angle compared to a reference sensor.
  • the arrangement according to the invention allows a simple and cost-effective variant for absolute angle detection. There are no more sensor elements needed than are necessary in conventional arrangements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • General Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Gyroscopes (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un système servant à déterminer un angle d'inclinaison absolu (a) par rapport à l'horizontale, lequel système est en particulier destiné à être utilisé dans un véhicule automobile (1). Ce système comporte au moins un élément de détection présentant un axe de sensibilité principal (H1, H2), ledit au moins un élément de détection étant placé de sorte que son axe de sensibilité principal (H1, H2) se trouve dans le plan (plan d'inclinaison) défini par l'angle d'inclinaison à détecter et ledit au moins un élément de détection produit un signal de détection en fonction de l'angle d'inclinaison (a) par rapport à l'horizontale (2). Le signal de détection fourni par cet élément de détection est une accélération mesurée (A1,m, A2,m) dudit système. Ce système comporte également un dispositif (14), destiné à déterminer une composante d'accélération (ay,dyn) de l'accélération mesurée (A1,m, A2,m), ainsi qu'une unité de traitement (16), à laquelle l'accélération mesurée (A1,m, A2,m) et la composante d'accélération (ay,dyn) peuvent être transmises pour permettre de déterminer une accélération (A1, A2) corrigée par la composante d'accélération, accélération à partir de laquelle l'angle d'inclinaison absolu (a) du système par rapport à l'horizontale peut être déterminé.
EP06806875A 2005-09-30 2006-09-28 Systeme servant a determiner un angle d'inclinaison absolu par rapport a l'horizontale Withdrawn EP1929241A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005047021A DE102005047021B3 (de) 2005-09-30 2005-09-30 Anordnung zur Bestimmung eines absoluten Neigungswinkels gegenüber der Horizontalen
PCT/EP2006/066853 WO2007036556A1 (fr) 2005-09-30 2006-09-28 Systeme servant a determiner un angle d'inclinaison absolu par rapport a l'horizontale

Publications (1)

Publication Number Publication Date
EP1929241A1 true EP1929241A1 (fr) 2008-06-11

Family

ID=37622136

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06806875A Withdrawn EP1929241A1 (fr) 2005-09-30 2006-09-28 Systeme servant a determiner un angle d'inclinaison absolu par rapport a l'horizontale

Country Status (5)

Country Link
US (1) US20090025998A1 (fr)
EP (1) EP1929241A1 (fr)
JP (1) JP2009510424A (fr)
DE (1) DE102005047021B3 (fr)
WO (1) WO2007036556A1 (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007051262A1 (de) 2007-10-26 2009-07-16 Wabco Gmbh Vorrichtung und Verfahren zur automatischen Einstellung des Horizontal-Niveaus eines Nutzfahrzeuges
US8050886B2 (en) * 2008-08-15 2011-11-01 Apple Inc. Motion plane correction for MEMs-based input devices
US20120259499A1 (en) * 2010-03-10 2012-10-11 Yuji Hiraoka Vehicle state detecting device and vehicle state detecting system
DE102011010845B3 (de) * 2011-02-10 2012-06-28 Audi Ag Verfahren und Vorrichtung zum Beeinflussen des Kurvenfahrverhaltens eines Kraftwagens sowie Kraftwagen
DE102013226128A1 (de) * 2013-12-16 2015-06-18 Continental Teves Ag & Co. Ohg Adaptive Unterstützung beim Öffnen einer Fahrzeugtür
FR3015413B1 (fr) * 2013-12-19 2017-06-09 Renault Sas Procede de detection d'une section courbe de chaussee a inclinaison transversale a partir d'un vehicule automobile en deplacement sur cette chaussee
US9168950B1 (en) * 2014-09-19 2015-10-27 Robert Bosch Gmbh Banked curve detection using vertical and lateral acceleration
JP2016217980A (ja) * 2015-05-25 2016-12-22 清水建設株式会社 傾斜計
US10241215B2 (en) * 2015-11-19 2019-03-26 Agjunction Llc Sensor alignment calibration
JP2018082682A (ja) 2016-11-25 2018-05-31 本田技研工業株式会社 作業機
CN107933564B (zh) * 2017-11-16 2020-11-13 盯盯拍（深圳）技术股份有限公司 道路坡度估算方法、道路坡度估算装置、终端设备以及计算机可读存储介质
CN112082575B (zh) * 2020-09-07 2022-04-01 北京华研军盛科技有限公司 一种用于测试加速度对倾角传感器影响的试验装置及方法

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4244112C2 (de) * 1992-12-24 2000-10-12 Bayerische Motoren Werke Ag Antiblockierregelsystem für Motorräder
US5446658A (en) * 1994-06-22 1995-08-29 General Motors Corporation Method and apparatus for estimating incline and bank angles of a road surface
DE4436379A1 (de) * 1994-10-12 1996-04-18 Telefunken Microelectron Sensoranordnung zur Neigungsdetektierung
DE19821617C1 (de) * 1998-05-15 1999-09-30 Daimler Chrysler Ag Verfahren und Vorrichtung zur Messung des Neigungswinkels in seitlich geneigten Kurven und deren Verwendung
GB9812264D0 (en) * 1998-06-09 1998-08-05 Rover Group Vehicle roll control
US7233236B2 (en) * 2000-09-25 2007-06-19 Ford Global Technologies, Llc Passive wheel lift identification for an automotive vehicle using operating input torque to wheel
DE10361281A1 (de) * 2003-12-24 2005-07-28 Daimlerchrysler Ag Verfahren zur Erkennung kritischer Fahrsituationen eines Fahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2007036556A1 *

Also Published As

Publication number Publication date
US20090025998A1 (en) 2009-01-29
JP2009510424A (ja) 2009-03-12
DE102005047021B3 (de) 2007-05-10
WO2007036556A1 (fr) 2007-04-05

Similar Documents

Publication Publication Date Title
DE102005047021B3 (de) Anordnung zur Bestimmung eines absoluten Neigungswinkels gegenüber der Horizontalen
EP1989086B1 (fr) Procédé et dispositif de détermination de l'angle de roulis d'un motocycle
EP3180625B1 (fr) Augmentation de résolution dans le signal de vitesse de rotation entre des impulsions de vitesse de rotation
EP1157898B1 (fr) Procédé de détection d'entournement des voitures avec système de sécurité
EP2111557B1 (fr) Procédé et dispositif pour déterminer la vitesse d'un véhicule
DE69737104T2 (de) Sicherheitsvorrichtung für fahrzeuge
EP3347248B1 (fr) Procédé et dispositif pour établir une orientation d'une unité de détection
EP1276640A1 (fr) Dispositif de plausibilisation d'une detection de retournement
EP1157899A2 (fr) Procédé et système de sécurité pour la détection d'un tonneau et pour le déclenchement d'un system de sécurité dans un véhicule automobile
EP0769701B1 (fr) Dispositif de détection de l'inclinaison laterale d'un véhicule
EP0957339A2 (fr) Méthode et dispositif pour mesurer l'angle d'inclinaison dans des courbes inclinées transversalement
DE10354944B4 (de) Verfahren und Anordnung zur Bestimmung einer Fahrgeschwindigkeit
DE102017218487A1 (de) Verfahren zum Betrieb eines Inertialsensorsystems, Inertialsystem und Fahrzeug mit Inertialsystem
EP1855918B1 (fr) Procede et dispositif pour determiner un angle de flottaison initiale pour determiner le derapage dans la detection de tonneaux
EP2544935B1 (fr) Procédé et dispositif de détection d'un écart d'un signal de vitesse de rotation d'un capteur de vitesse de rotation
DE102007061811A1 (de) Verfahren und Vorrichtung zur Fahrtrichtungserkennung eines Fahrzeugs
DE102004038000A1 (de) Verfahren zur Bestimmung des Neigungswinkels eines Fahrzeuges und Verwendung desselben für die Erzeugung eines Auslösesignales für eine Sicherheitseinrichtung bei einem Überrollvorgang
DE10325548B4 (de) Vorrichtung und Verfahren zum Messen von Bewegungsgrößen eines Kraftfahrzeugs
DE10260416A1 (de) Verfahren und System zur Bestimmung der Geschwindigkeit eines Fahrzeugs
EP2036776A2 (fr) Procédé destiné à la détermination l'alignement d'un objet
EP3990322B1 (fr) Procédé d'étalonnage de l'orientation d'un capteur d'accélération disposé dans un véhicule
WO2017009237A1 (fr) Procédé pour la détermination d'une inclinaison d'une carrosserie de véhicule
DE102018207779A1 (de) Verfahren zum näherungsweisen Ermitteln des Schwimmwinkels oder der Schräglaufsteifigkeit an einer Achse eines Fahrzeugs
EP4234354A1 (fr) Procédé de plausibilisation d'un taux de rotation d'une carrosserie d'un véhicule et dispositif de mise en uvre du procédé
DE102020216170A1 (de) Verfahren zur Bestimmung von Informationen zu einer Kollision

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: 20080319

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR

17Q First examination report despatched

Effective date: 20080808

RBV Designated contracting states (corrected)

Designated state(s): DE FR

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: 20090918