EP3350036A1 - Procédé de régulation d'un véhicule automobile et appareil électronique de commande de freinage - Google Patents

Procédé de régulation d'un véhicule automobile et appareil électronique de commande de freinage

Info

Publication number
EP3350036A1
EP3350036A1 EP16763868.3A EP16763868A EP3350036A1 EP 3350036 A1 EP3350036 A1 EP 3350036A1 EP 16763868 A EP16763868 A EP 16763868A EP 3350036 A1 EP3350036 A1 EP 3350036A1
Authority
EP
European Patent Office
Prior art keywords
yaw rate
yaw moment
steering angle
model
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16763868.3A
Other languages
German (de)
English (en)
Inventor
Kai Bretzigheimer
Stefan Feick
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 Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP3350036A1 publication Critical patent/EP3350036A1/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Withdrawn legal-status Critical Current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
    • B60T8/17557—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 lane departure 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B60T2201/083—Lane monitoring; Lane Keeping Systems using active brake actuation
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B60T2201/085—Lane monitoring; Lane Keeping Systems using several actuators; Coordination of the lane keeping system with other control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B60T2201/087—Lane monitoring; Lane Keeping Systems using active steering actuation
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/03—Vehicle yaw rate
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/313—ESP control system with less than three sensors (yaw rate, steering angle, 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
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/81—Braking systems

Definitions

  • the invention relates to a method for controlling a
  • DE 101 30 663 A1 discloses a method for driving stability control of a vehicle in which the input variables essentially consisting of the predetermined steering angle and the travel speed are converted into a setpoint value of the yaw angular velocity on the basis of a vehicle model and this with a measured actual value of the vehicle
  • Yaw rate is compared.
  • lane departure warning is interrupted when starting a vehicle stability control (ESP control). It is an object of the present invention to provide a method for controlling a motor vehicle brake system, which at the same time allows stabilization of the vehicle and maintenance of a track or Traj ektorienation, in particular a cornering.
  • ESP control vehicle stability control
  • the object is achieved by a method according to claim 1 and an electronic brake control device according to claim 11. According to the invention by an assistance regulation or
  • Control of an assistance system for tracking or tracking or lateral guidance provided a yaw moment and this considered in the calculation of a target yaw rate for a driving stability control of the motor vehicle.
  • the invention provides the advantage that control interventions, the ⁇ special driving stability control intervention (ESP intervention) can be avoided which would impede or prevent the assist control or assist control of the assistance system.
  • ESP intervention special driving stability control intervention
  • Another advantage is that with a ESP intervention the As ⁇ sistenzregelung or assist control, in particular the lateral control or movement through the assistance system, no need to interrupt.
  • the assistance system is preferably a system for at least temporarily automated or partially automated driving of a vehicle, wherein particularly preferably at least one sensor system is provided for detecting the vehicle surroundings.
  • an assistance system e.g. Lane assist system for a motor vehicle having an electronic power steering system.
  • the assistance system supports the driver of the motor vehicle preferably while driving along a determined Solltraj ektorie, wherein a deviation of the vehicle from the Solltraj ektorie by automatic correction steering movements and / or turbremseingriffe correction, advantageously unilateral Bremsein handles ⁇ is corrected. So the motor vehicle is kept on the Solltraj ektorie.
  • the method for controlling the motor vehicle is preferably a driving stability control (ESC: Electronic Stability Control), which acts in dynamic driving maneuvers by targeted braking interventions to stabilize the motor vehicle.
  • ESC Electronic Stability Control
  • the inventive method is preferably also used to cross ⁇ management and / or control of a motor vehicle.
  • the yaw moment is a requested desired yaw moment of the assistance ⁇ regulation or control.
  • the yaw moment is a yaw moment requested by a lateral controller of the assistance system. In this way, an adjustment of the required by the assistance system yaw moment is supported by the control system.
  • the yaw moment is, in particular in the assistance control or assistance control, actually offset yaw moment.
  • a determination of the actually settled yawing moment takes place by considering the actual braking force provided at the brakes and the resulting torque.
  • This approach has the advantage that by taking into account the actually implemented
  • the feasibility can be limited for example by the rate of pressure build-up in the brake system or by lack of deductibility of the yaw moment on the road at low coefficient of friction.
  • the actual offset yaw moment of the brake pressures a left and a right wheel of a vehicle axle be ⁇ calculates.
  • a steering angle and a vehicle speed in particular affyre ⁇ ferenz speed of the driving stability control system taken into account.
  • the steering angle represents a desired by the driver yaw of the vehicle, which should be considered.
  • an actual steering angle and the yaw moment are taken into account in the model for calculating the desired yaw rate.
  • Particularly preferred are these input variables of the model.
  • the yaw moment is converted into a corresponding steering angle, which is added to an actual steering angle.
  • the sum of corresponding steering angle and actual steering angle is taken into account in the model for calculating the desired yaw rate. Particularly preferred is this input of the model.
  • the steering angle corresponding to the yaw moment is treated as the virtual steering angle of the assistance system.
  • the addition of the virtual steering angle to the actual steering angle allows a particularly simple consideration of the requirement of the assistance system.
  • the desired yaw rate is calculated by a controller, in particular a lateral controller, of the assistance system, and
  • FIG. 1 shows a controller structure for carrying out an example method.
  • the direction of movement of a vehicle can be changed by one-sided braking moments. Which is used be ⁇ vorzugt to realize assistance systems which prevent the vehicle leaves the lane or road or when swinging out with another vehicle collided in the blind spot.
  • Traffic Jam Assistant can the vehicle in case of failure of the power steering by one-sided
  • the driving stability control system preferably includes a yaw rate controller that compares a desired yaw rate with a measured yaw rate of the vehicle. If a certain deviation is exceeded, an ESP control intervention is triggered.
  • the target yaw rate is preferably over a stable
  • the lane departure warning is interrupted when starting an ESP control.
  • other assistance systems such as e.g. Road departure protection, which should turn the vehicle back to the road quickly. Without further action, the assistance system will in most cases be interrupted by an ESP intervention.
  • the driving stability control system or the ESP preferably not only evaluates the steering angle ⁇ and the vehicle speed in the formation or calculation of the desired yaw rate ⁇ ⁇ v (or v ref ), but also by the assistance system requested and / or just converted yaw moment Mz.
  • the additional yaw moment M z is introduced (from the As ⁇ sistenzregelung or assist control) in a model for calculating the target yaw rate, especially in a single-track model.
  • the additional yaw moment M z is introduced into the twist set of the single track model in addition to the two transverse forces on the front and rear wheels (F a , v , F a , H ).
  • the example single track model is based on the following
  • a v slip angle front axle (a F in Fig. 1)
  • a H slip angle front axle (a R in Fig. 1)
  • M z additionally introduced yaw moment (M z , eff in FIG. 1)
  • J yaw inertia moment of the vehicle ( ⁇ in FIG. 1)
  • the lateral slider (the assisting ⁇ tenzsystems) is preferably requested yaw moment of the yaw moment M z used, that is introduced into the reference formation.
  • the actual offset yaw moment is preferably used for the yawing moment M z , ie introduced into the reference formation. This is particularly advantageous if the requested yaw moment can not be implemented because the deductible braking forces are physically limited.
  • the actual offset yaw moment is preferably the braking pressures of a left and a right wheel of a
  • a brake torque difference is calculated from the difference between the brake pressures between the left and right wheels of an axle.
  • the brake torque differences are converted with the radii of the wheels into two braking forces.
  • the braking forces are converted with half the gauges in two yawing moments (AM Br k, eff, Fa and AM Br k, eff, Ra), which are then added together.
  • (block 9 in Fig. 1) is preferably a filtering either the wheel brake pressures or it ⁇ be calculated yaw moment, in particular by means of a filter PTL performed to filter out rapid changes.
  • a filter PTL performed to filter out rapid changes.
  • the time constant of the filter ⁇ is 300 ms, the time constant of the filter ⁇ .
  • the model 11 additionally includes a consideration of the tire characteristic (block 10), ie the dependence of the lateral force on the slip angle.
  • the yawing moment M z (or M z , eff in FIG. 1) is introduced directly into the single-track model, for example, into the twist set of the single-track model.
  • the single-track model of the driving stability control is therefore an additional input
  • the yaw moment M z is previously converted into a corresponding steering angle 5 v ⁇ rt.
  • the virtual steering angle 5 v ⁇ rt leads to the same stationary yaw rate as the yaw moment M z .
  • Steering angle 5 v ⁇ rt is added to the actual steering angle ⁇ .
  • the sum of virtual steering angle 5 v ⁇ rt and actual steering angle ⁇ is then given to the single-track model. This avoids adding an additional input to the single-track model.
  • the kinematic controller of the lateral regulation calculates a desired yaw rate for the vehicle.
  • a vehicle stability control changes the driving stability control (yaw rate control of ESP) to this target yaw rate of the assistance system.
  • the yaw moment requested and / or converted by an assistance system is taken into account in the ESP reference formation.
  • Yaw rate controls that prevent the assistance system from executing.
  • the yawing moment is preferably converted by an additional input into the ESP reference formation.
  • the yaw moment is preferably converted into a corresponding steering angle, which is added to the actual steering angle.

Abstract

L'invention concerne un procédé de régulation d'un véhicule automobile comportant un système de freinage doté d'une régulation de la stabilité de conduite, selon lequel on compare un taux de lacet réel, en particulier mesuré, à un taux de lacet théorique (A) calculé au moyen d'un modèle, le calcul du taux de lacet théorique prenant en compte pour la régulation de la stabilité de conduite un couple de lacet (Mz) d'une régulation ou d'une commande d'assistance d'un système d'assistance assurant un guidage de trajectoire ou un maintien de trajectoire ou un guidage transversal. L'invention concerne également un appareil électronique de commande de freinage approprié pour la mise en œuvre du procédé, l'appareil étant raccordé à au moins un capteur du véhicule, en particulier un capteur d'angle de braquage et/ou un capteur de taux de lacet et/ou des capteurs de vitesse de rotation des roues, et pouvant provoquer indépendamment du conducteur par l'activation d'actionneurs un établissement et une modulation des forces de freinage au niveau des différentes roues du véhicule automobile.
EP16763868.3A 2015-09-14 2016-09-14 Procédé de régulation d'un véhicule automobile et appareil électronique de commande de freinage Withdrawn EP3350036A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015217490 2015-09-14
PCT/EP2016/071616 WO2017046114A1 (fr) 2015-09-14 2016-09-14 Procédé de régulation d'un véhicule automobile et appareil électronique de commande de freinage

Publications (1)

Publication Number Publication Date
EP3350036A1 true EP3350036A1 (fr) 2018-07-25

Family

ID=56920723

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16763868.3A Withdrawn EP3350036A1 (fr) 2015-09-14 2016-09-14 Procédé de régulation d'un véhicule automobile et appareil électronique de commande de freinage

Country Status (6)

Country Link
US (1) US20180201242A1 (fr)
EP (1) EP3350036A1 (fr)
KR (1) KR102122671B1 (fr)
CN (1) CN108025713A (fr)
DE (1) DE102016217465A1 (fr)
WO (1) WO2017046114A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3093689B1 (fr) * 2019-03-12 2021-04-09 Renault Procédé d’élaboration d’une consigne de pilotage mixte d’un système de braquage de roues et d’un système de freinage différentiel d’un véhicule automobile
US11485342B2 (en) * 2019-04-27 2022-11-01 Mando Corporation System and method for dynamic brake calibration
DE102019112900A1 (de) * 2019-05-16 2020-11-19 Wabco Gmbh Verfahren zur Bestimmung eines Schwimmwinkels während einer Kurvenfahrt eines Kraftwagens, Fahrerassistenzsystem zur Durchführung des Verfahrens sowie Kraftwagen
JP7264103B2 (ja) * 2020-04-21 2023-04-25 トヨタ自動車株式会社 車両制御システム及び車両制御方法

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10130663A1 (de) 2001-06-28 2003-01-23 Continental Teves Ag & Co Ohg Verfahren zum Modifizieren einer Fahrstabilitätsregelung eines Fahrzeugs
DE10137292A1 (de) 2001-08-01 2003-03-06 Continental Teves Ag & Co Ohg Fahrer-Assistenzsystem und Verfahren zu dessen Betrieb
DE10236734A1 (de) * 2002-08-09 2004-02-12 Bayerische Motoren Werke Ag Verfahren zum Führen eines mehrspurigen Fahrzeugs auf einer Kurvenbahn
JP3823924B2 (ja) * 2003-01-31 2006-09-20 日産自動車株式会社 車両挙動制御装置
JP3870911B2 (ja) * 2003-02-10 2007-01-24 日産自動車株式会社 車線逸脱防止装置
JP3972913B2 (ja) * 2004-03-26 2007-09-05 トヨタ自動車株式会社 車輌の走行制御装置
JP4980168B2 (ja) * 2007-08-01 2012-07-18 富士重工業株式会社 車両挙動制御装置
KR101047565B1 (ko) * 2007-12-12 2011-07-07 현대자동차주식회사 횡안정 제어 방법 및 그를 위한 횡안정 제어 장치
DE102009046337A1 (de) * 2009-11-03 2011-05-05 Robert Bosch Gmbh Verfahren zur Einstellung eines Grenzwerts einer Fahrzeugzustandsgröße bei einem Unfall
DE102009058147A1 (de) * 2009-12-12 2011-06-16 Continental Teves Ag & Co. Ohg Vorrichtung und Verfahren zur Unterstützung eines Fahrers bei der Stabilisierung und Spurhaltung eines Fahrzeugs bei einer Bremsung oder nach einem Ausweichmanöver
JP5630583B2 (ja) * 2011-08-31 2014-11-26 日産自動車株式会社 車両運転支援装置
DE102012222489A1 (de) * 2012-12-06 2014-06-12 Continental Teves Ag & Co. Ohg Verfahren zur Regelung der Fahrdynamik
KR20150011238A (ko) * 2013-07-22 2015-01-30 삼성전자주식회사 질화물계 반도체 장치

Also Published As

Publication number Publication date
KR20180033560A (ko) 2018-04-03
KR102122671B1 (ko) 2020-06-12
US20180201242A1 (en) 2018-07-19
DE102016217465A1 (de) 2017-03-16
WO2017046114A1 (fr) 2017-03-23
CN108025713A (zh) 2018-05-11

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