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
  • B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
  • B60G17/0162—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
• • 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
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
  • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
  • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
  • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
  • B60G21/055—Stabiliser bars
  • B60G21/0551—Mounting means therefor
  • B60G21/0553—Mounting means therefor adjustable
  • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
• • 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
  • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
  • B60G2400/05—Attitude
  • B60G2400/052—Angular rate
  • B60G2400/0521—Roll rate
• • 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
  • B60G2400/10—Acceleration; Deceleration
  • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle

Definitions

• the present invention relates to the field of land vehicle control systems, in particular wheeled motor vehicles.
• motor vehicles are provided with a chassis, a passenger compartment, wheels connected to the chassis by a suspension mechanism with front wheels controlled by a steering wheel available to the driver in the passenger compartment of the vehicle, and steering or non-steered rear wheels
• US 2004/01 1 7085 discloses a yaw stability control system of a vehicle equipped with a lateral acceleration sensor, a roll sensor, a steering angle sensor and a steering angle sensor. at least one speed sensor providing information to a yaw stability control unit, a control unit having roll stability and a priority and integration function unit for controlling an active suspension system. and an active anti-roll bar system
• US 2004/01 170711 discloses a method of limiting the roll of a vehicle with a second derivative, derivative and derived type correction and a control signal sent to a braking control system or sent to a system. steering control
• the invention is an anti-roll control system providing safety, a sense of security, comfort and a high driving pleasure.
• the method of controlling the roll of a vehicle comprising at least one actuator capable of acting on the roll comprises the following steps: estimating a roll condition from the lateral acceleration of the vehicle, the angle of roll of the anti-roll torque applied to the vehicle, and driving situation data, and development of an asymptotic rejection instruction of disturbances acting on the roll.
• the disturbances can thus be rejected effectively.
• the roll condition is estimated as a function of the actuator set point and the lateral acceleration.
• the roll condition is estimated as a function of the dynamics of the actuator.
• the evolution of the roll state is calculated as a function of a perturbation.
• the roll angle is measured by a sensor and the roll condition is estimated from the measured roll angle.
• the setpoint is developed as a function of the vehicle speed, the steering angle of the front wheels and / or the brake pressure.
• the roll control device of a vehicle comprises at least one actuator capable of acting on the roll, a module for estimating a roll condition from the lateral acceleration of the vehicle, the roll angle anti-roll torque applied to the vehicle, and driving situation data, and a module of developing an asymptotic rejection instruction of disturbances acting on the roll.
• the modules are arranged in a closed loop.
• the actuator is connected to a controllable anti-roll bar.
• the actuator is connected to an active suspension.
• the vehicle is provided with a chassis, at least three wheels connected to the chassis, and a roll control device of a vehicle.
• the device comprises at least one actuator capable of acting on the roll, a module for estimating a state of roll from the lateral acceleration of the vehicle, and the roll angle of the anti - roll torque applied to the vehicle. , and driving situation data, and a module for generating an asymptotic rejection instruction of the disturbances acting on the roll.
• the invention applies to vehicles with four wheels, two front and two rear, three wheels, or vehicles with six or more wheels, including at least two directors.
• the invention allows a vehicle to adopt the desired roll behavior, regardless of the driver load or the condition of the road, which in particular increases the comfort of a user of the motor vehicle.
• the invention allows an increase in the feeling of safety, comfort and driving pleasure.
• FIG. 1 is a schematic view of an equipped vehicle a control system according to one aspect of the invention.
• FIG. 2 is a logic diagram of the system according to one aspect of the invention.
• FIG. 3 is a logic diagram of the system according to another aspect of the invention.
• the vehicle 1 comprises a frame 2, two front wheels 3 and 4 and two rear wheels 5 and 6, the wheels being connected to the frame 2 by a not shown suspension mechanism.
• the vehicle 1 is completed by a steering system 7 comprising a rack 8 disposed between the front wheels 3 and 4, a rack actuator 9 adapted to orient the front wheels 3 and 4 via the rack 8 as a function of orders received, mechanically or electrically, from a steering wheel, not shown, available to a driver of the vehicle.
• the anti-roll control system 10 comprises a control unit 11, a sensor 13 of the speed of rotation of the wheels, for example before, making it possible to determine the speed V of the vehicle, a sensor 14 of the roll angle ⁇ of the vehicle, that is to say the inclination of the vehicle around its center of gravity along a longitudinal axis, and optionally a sensor 12 of the steering position of the front wheels 3 and 4, for example positioned on the actuator 9.
• the system 10 may comprise sensors 17 and 18 of the steering angle of the rear wheels 5 and 6, and actuators 19 and 20 to orient said rear wheels 5 and 6.
• a single sensor 17 and a single actuator 19 may be sufficient for detecting the steering angle and the orientation of the rear wheels 5 and 6. 6 may be non-directive.
• the position and speed sensors may be optical or magnetic type, for example Hall effect, cooperating with an encoder secured to a movable part while the sensor is non-rotating.
• the vehicle 1 comprises two anti-roll bars 15 and 16 respectively connecting the front wheels 3 and 4 and the rear wheels 5 and 6.
• the anti-roll system 10 comprises at least one actuator as shown here, two actuators 21 and 22, respectively associated with the front and rear anti-roll bars 16 and able to act on said bars 15 and 16 to form active control order receiving anti-roll bars from the control unit 11.
• the actuators 21 and 22 are capable, for example, of modifying the stiffness of the anti-roll bars 1 5 and 16 as a function of the setpoint received from the control unit 11.
• the system 10 may comprise a lateral acceleration sensor 23 and a pressure sensor 24 of the braking circuit.
• the control unit 11 can be implemented in the form of a microprocessor equipped with a random access memory, a read only memory, a central unit and input / output interfaces making it possible to receive information from the sensors and to send instructions, in particular to the anti-roll actuators 21 and 22. More precisely, the control unit 11 comprises an input block 25 receiving the signals coming from the sensors 13, 14 and 23, and in particular the vehicle speed V, the roll angle ⁇ and the lateral acceleration ⁇ x, see figure 2.
• the vehicle speed V can be obtained by averaging the speed of the front wheels or rear wheels as measured by the sensors of an anti-lock braking system.
• each sensor 13 is connected to an input of the control unit January 1, the control unit 1 1 then performing the average speed of the wheels.
• the control unit 1 1 also comprises a state observer 25 for estimating information which is not measured and which is necessary for the control, in particular the disturbances which act on the vehicle.
• the input block 23 supplies the state observer 24 with the vehicle speed V, the roll angle ⁇ , the lateral acceleration ⁇ j, and data relating to the driving situation, in particular the angle of
• the state observer 25 may for example be constructed from a model based on the simplified equation expressing the transfer between the lateral acceleration ⁇ r and the roll angle ⁇ of the vehicle body, on the one hand, and between the applied torque ⁇ f by the anti-roll actuator and the roll angle ⁇ of the vehicle body, on the other hand. This equation can for example be written:
• I xx + Mh 0 y is the exit considered, M the total mass of the vehicle, I X ⁇ the inertia of the vehicle body around its roll axis, ie a longitudinal axis placed higher than the ground and which may be slightly inclined forwards, L the vehicle 's wheelbase, ho the height of the center of gravity in relation to the roll axis of the vehicle body, Ei the front axle track, E 2 the track of the vehicle rear axle, OCi the steering angle of the front wheels, ⁇ the roll angle of the vehicle body, ⁇ c the roll angle of the vehicle body calculated by the model, ⁇ the body roll speed of the vehicle, ⁇ c the roll rate of the vehicle body calculated by the model, u c the target roll torque and U f the roll torque filtered by the dynamics of the actuator and thus actually applied, and ⁇ a the response time of the anti-roll actuator.
• the observer is then constructed based on the same model but adding the perturbation to the model.
• K o b s is the setting parameter of the observer. It can be calculated for several vehicle speeds and then interpolated to obtain K 0B s (V) and obtain a different behavior depending on the speed of the vehicle.
• the four estimated values ⁇ c , ⁇ c , û t and d provide an estimate of the state of the vehicle that could be used by other elements of the control unit 11.
• the control unit 11 further comprises a block 26 of asymptotic disturbance rejection.
• the block 26 of asymptotic disturbance rejection makes it possible to make the perturbation d unobservable by relative to the output considered, in general the rolling angle ⁇ of the vehicle 1.
• the looping is performed on the disturbance d estimated by the state observer 24.
• the second relation gives: , + G 112 G 7 0
• G [G 1 G 3 + G 1 T 3 )
• the control unit 1 1 is completed by an output 27, which forms the general output of the control unit and supplies the torque setpoint u c and transmits it to the anti-roll actuators 21 and 22.
• the anti-roll system 10 comprises both a disturbance rejection means as described above and an open-loop control for adjusting the dynamic and static roll responses of the vehicle in function.
• the lateral acceleration or steering angle of the front wheels as described in the French patent application No. 05 07 1 13.
• the control unit 1 1 then comprises a state observer 25 receiving the input same data as in the previous embodiment except that the torque setpoint u c is looped back to the input 24, and a disturbance rejection module 28 receiving as input the lateral acceleration jj and the driving situation data and outputting a control torque Uff.
• the control unit 1 1 then comprises a state observer 25 receiving the input same data as in the previous embodiment except that the torque setpoint u c is looped back to the input 24, and a disturbance rejection module 28 receiving as input the lateral acceleration jj and the driving situation data and outputting a control torque Uff.
• 1 1 comprises an adder 29 receiving as input the control torque Uff and the rejection setpoint u re j e t and performs the sum of these two values to output the setpoint torque u c .
• the rejection and disturbance module may comprise a vehicle model 30, making it possible to estimate the information which is not measured and which is necessary for the control, see FIG. 4.
• the model 30 makes it possible to predict the intrinsic behavior of the chassis 2 , i.e. its rolling response as a function of the transverse acceleration Y T of the vehicle.
• the model 30 thus provides a calculated roll angle ⁇ c , a calculated roll speed 6 C and a roll torque filtered by the dynamics of the actuator and therefore actually applied ⁇ t.
• the control unit 11 furthermore comprises a transient calculation block 31 receiving as input the aforementioned outputs of the model 30 as well as the speed V of the vehicle 1.
• the block 31 calculates the command which makes it possible to act on the transient response and this by a pole placement. If we note the three poles of the system described above as follows:
• Tdynn, Tdyni 2 , Tdyn 2 i, Tdyn 2 2, Tdyn 3 i, Tdyn 32 are the adjustment parameters (variable according to the speed of the vehicle V) of the transient response of the vehicle.
• the corrector K (V 0 ) can be calculated, for each speed V 0 chosen, by the pole placement method described in the article.
• This setting allows you to slow down the dynamic response of the vehicle while suppressing roll oscillations. This setting improves the comfort of the passenger who will feel less sudden roll when entering a turn.
• the block 31 thus provides the coefficients K
• the control unit 1 1 furthermore comprises a block 32 for calculating the static command, noted ⁇ c -statec, which receives as input the coefficients K 1 , K 2 and K 3 coming from the block 3 1, the speed V of the vehicle and the transverse acceleration ⁇ -f.
• the command ⁇ c -stauq u e allows to modify the stabilized value of the roll angle of the body reached after a steering wheel of given amplitude. The result can be expressed by comparison with the static gain that would be obtained on the same vehicle without active anti-roll device:
• Tgs is the setting parameter which can vary, if necessary, depending on the speed V.
• the second part of the command is calculated according to the Tgs parameter as follows:
• Tgs when the parameter Tgs is equal to 1, the static response of the vehicle is not modified, that when the parameter Tgs is greater than 1, the static response of the vehicle is increased and that when the parameter Tgs is less than 1, the static response of the vehicle is decreased.
• Tgs it is possible to take Tgs equal to 0.8, which makes it possible to reduce the roll achieved by the vehicle body during a stabilized turn, and thus to appreciably improve the comfort of the passengers.
• the control unit 1 1 is completed by an adder 33 and an output 34.
• the adder 33 receives on one input the control output ⁇ c -tiansitone of the block 3 1 and on another positive input the control output ⁇ c -static block 32.
• the output of the adder 33 is connected, on the one hand, to the output of the disturbance rejection module.
• the steering angle OCi is used by the model 31 of the vehicle to calculate the calculated roll angle ⁇ c , a rolling state of the vehicle noted X 2; C and the torque rolled by the dynamics of the actuator is actually applied, noted ⁇ f.
• the control unit 1 1, as shown in FIG. 5, is close to that illustrated in FIG. 4, except that the model 30 can for example be based on the following equation, with OCi the angle Turning the front wheels:
• the torque actually applied by the actuator ⁇ f is as previously not measured, but obtained by modeling the dynamics of the actuator in the same way as before.
• the transient calculation block 31 may be similar to that illustrated in FIG. 4.
• the block 32 for calculating the static control makes it possible to modify the stabilized value of the roll angle of the body reached after a steering wheel of a given amplitude.
• the result is expressed by comparison with the static gain that would be obtained on the same vehicle without active anti-roll device: ⁇ S, TABILISE ⁇
• Tgs is the setting parameter which can vary, if necessary, depending on the speed V.
• the second part of the command is calculated according to the Tgs parameter as follows:
• Control unit 1 complete L'1 is as in the preceding embodiment, by an adder 33 receiving at input the output ⁇ -transitoire 2 Block 3 1 of a part, and the output ⁇ 2 -stat ic, on the other hand, from Block 32.
• the invention provides a control law which controls the active anti-roll system and which makes it possible, thanks to an open ball strategy, to adjust the dynamic and static roll responses of the vehicle as a function of lateral acceleration or rotation. steering angle of the front wheels.
• the adjustment may for example be a function of the speed V of the vehicle.
• the vehicle is designed to adopt the behavior the most stable possible whatever the driver 's request and the condition of the road and offers a very high safety, a good feeling of safety, comfort and an optimized driving pleasure.
• the invention makes it possible to benefit from a variation of the anti-roll action of the anti-roll bars 1 5 and 16 at desired moments, especially as soon as the vehicle is in a curve, and thus improves the handling of the vehicle and the driving comfort experienced by the driver.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Vehicle Body Suspensions (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=36910866

Family Applications (1)

Country Status (4)

Families Citing this family (2)

Family Cites Families (10)

• 2005
  • 2005-12-21 FR FR0513088A patent/FR2894879B1/fr not_active Expired - Fee Related
• 2006
  • 2006-10-19 EP EP06820317A patent/EP1963116A1/fr not_active Withdrawn
  • 2006-10-19 JP JP2008546531A patent/JP2009520634A/ja not_active Ceased
  • 2006-10-19 WO PCT/FR2006/051061 patent/WO2007071854A1/fr not_active Ceased

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events