EP3509880A1 - Procédé permettant d'influencer le comportement routier d'un véhicule - Google Patents

Procédé permettant d'influencer le comportement routier d'un véhicule

Info

Publication number
EP3509880A1
EP3509880A1 EP17748463.1A EP17748463A EP3509880A1 EP 3509880 A1 EP3509880 A1 EP 3509880A1 EP 17748463 A EP17748463 A EP 17748463A EP 3509880 A1 EP3509880 A1 EP 3509880A1
Authority
EP
European Patent Office
Prior art keywords
rear axle
roll
vehicle
behavior
steering
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Withdrawn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
EP17748463.1A
Other languages
German (de)
English (en)
Inventor
Henrik STEGMANN
Lars Ulbrich
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3509880A1 publication Critical patent/EP3509880A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/44—Indexing codes relating to the wheels in the suspensions steerable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • 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
    • B60G2400/40—Steering conditions
    • B60G2400/47—Rear wheel steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/08—Failure or malfunction detecting means
    • 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
    • B60G2800/24—Steering, cornering
    • B60G2800/244—Oversteer
    • 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
    • B60G2800/24—Steering, cornering
    • B60G2800/246—Understeer
    • 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
    • B60G2800/80—Detection or control after a system or component failure

Definitions

  • the invention relates to a method for stabilizing the driving behavior of a vehicle according to the preamble of claim 1 and to the preamble of claim 5.
  • a servomotor also called actuator, was known for a rear-axle steering, wherein the actuator is driven by an electric motor and acts via a spindle drive on the steering linkage of the rear wheels for adjusting the steering angle.
  • An object of the invention is to improve the handling of the vehicle in case of failure of a controlled roll stabilization.
  • the active roll stabilization can be switched off on both axles (or vice versa) in order to create a kind of symmetry.
  • the effect of a passive roll stabilizer remains both on the front axle and on the rear axle, assuming that the stabilizer profiles behave like conventional unregulated roll stabilizers when the actuators are switched off.
  • These profiles are known to be torsionally soft and the passive roll stabilizer causes the known copying behavior, which allows a rolling within narrow limits.
  • the vehicle may be subject to an increased tendency to wobble when the currentless actuators have only a low drag torque, in other words they do not behave rigidly and thus there is no effect of a passive roll stabilizer.
  • both the controlled roll stabilization and rear axle steering are coordinated or coupled in their effect in such a way that Rear axle steering compensation by appropriately changing the steering angle on the rear axle takes place.
  • the rear-axle steering system is used to correct deviations in driving behavior caused by rolling due to a disturbance of the active roll stabilization.
  • the handlebar of the vehicle is preserved from unwanted and unexpected roll behavior of the vehicle and consequent steering maneuvers and, if possible, maintain a expected from the driver roll behavior.
  • the coordination or coupling is achieved by communication of roll stabilizers with the rear axle steering.
  • a vehicle bus system such as CAN bus
  • a preferred embodiment is based on the case that the roll stabilization is disturbed on the front axle, which tends to lead to oversteer of the vehicle. This oversteer behavior counteracts the rear axle steering by a corresponding change in the steering angle of the rear wheels.
  • An override tends to result in an increased yaw rate, so that, at least temporarily, a steering angle which is the same in the direction of the front wheels is set to reduce it in order to reduce the yaw rate.
  • Oversteering means that the vehicle pushes in the direction of the center of the curve and pushes over the rear wheels in a curve-outward direction, thus breaking the rear of the vehicle.
  • a corresponding steering angle or Radeinschlag on the rear axle of this tendency is counteracted, so that the vehicle moves back to the predetermined trajectory, eg the predetermined radius of curvature.
  • a further preferred variant is based on the case that the roll stabilization on the rear axle has a disturbance and thereby an understeer behavior of the vehicle tends to occur - the vehicle pushes when understeering on the front wheels out of the curve or trying to move away from the center of the curve. This behavior counteracts the rear axle steering by a corresponding change in the steering angle of the rear wheels.
  • Another preferred variant is the case that the roll stabilization is disturbed both on the front axle and on the rear axle.
  • an oversteer behavior is to be assumed which, due to the onset of a relatively higher tendency to roll, can have even greater effects on the driving behavior of the vehicle.
  • the rear-wheel steering oversteer is counteracted by a corresponding, preferably the same direction to the front wheels, wheel impact, whereby the roll behavior is corrected and the vehicle is stabilized.
  • a correction of the roll behavior in case of disturbance of the controlled roll stabilization by adjustable damping elements of the chassis in the event that the roll stabilization on the front axle fails and as a result there is a tendency to oversteer, this can be counteracted by an adjustment of the damping characteristic of individual damping elements. For example, if the vehicle tilts toward one side of a front wheel in increased tilting, the respective damping element on the front wheel can be adjusted in such a way that increased damping occurs, which counteracts a rolling motion. In other words, the damper is set harder to replace the lack of roll stabilization. The above considerations are understood without the consideration of a possible intervention by the driver.
  • the invention relates to at least one control unit for carrying out steps of an aforementioned method for stabilizing the roll behavior of a vehicle.
  • a control device can be understood as meaning an electrical device which processes sensor signals and outputs control and / or data signals in dependence thereon.
  • the control unit may have an interface, which may be formed in hardware and / or software.
  • the interfaces may be part of a so-called system-specific ASIC (Application Specific Integrated Circuit), which includes various functions of the controller.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules.
  • the controller Since the rear axle steering in itself, ie controlled without disturbing the controlled roll stabilization at least as a function of parameters such as vehicle speed, yaw rate and steering angle on the steering wheel or on the front wheels and a stored in the control unit vehicle model, the controller must additionally at least one more signal via the state of the controlled roll stabilization and the rolling behavior of the vehicle (eg roll angle, vehicle inclination about longitudinal and transverse axis) are fed (state signal).
  • the control unit can thus selectively effect changes in the steering angle on the rear axle as a function of the function of the controlled roll stabilization (s).
  • the rear axle steering becomes, at least temporarily, the Adjust the steering angle of the front wheels in the same direction or in opposite directions to the rear wheels to reduce the roll.
  • FIG. 1 is a schematically illustrated vehicle 1 with two front steered wheels 2 (front axle) and two rear steered wheels. 3
  • the front wheels 2 and the rear wheels 3 are steered by the schematically illustrated steering systems 4, 5 by means of a central actuator or a central power assistance.
  • the respective articulation of the wheels 2, 3 is via a linkage 41, 51, such. the usual tie rods, achieved, with control signals of the controller SG are routed to the steering.
  • the Vorderachsund rear axle steering 4, 5 are kinematically independent of each other.
  • In the center of the vehicle 1 is the center of gravity S of the vehicle. Both on the front axle and on the rear axle are independently controlled regulated
  • Roll stabilizers WST arranged. These roll stabilizers WST each have an actuator that can twist torsion profiles 61, 62 and torsion profiles 71, 72 against each other in order to impart a rolling moment to the respective axle. Both roll stabilizers WST are also connected to the control unit SG.
  • a yawing moment M G about the center of gravity S can be influenced.
  • the steering interventions take place on the basis of or in dependence on signals of a controller SG.
  • ESC Electronic Stability Control
  • vehicle speed, Acceleration, yaw rate and status signals of the two roll stabilizers WST determined and, for example, sent via CAN bus to the control unit SG.
  • Front axle VA is disturbed or failed and intact on the rear axle - there has been an oversteer on the rear axle HA.
  • the control unit has registered this fault by means of a status signal from roll stabilization WST.
  • the rear wheels 3 have been steered to the right due to a control signal of the control SG by means of steering 5 via the tie rods 51 (in the same direction as the front axle VA).
  • At the rear axle is at the rear wheels a Radlenkwinkel ö h .
  • a yaw moment MG is influenced, which acts on the vehicle 1 about the vertical axis or the center of gravity S counterclockwise.
  • the effect of the intended and introduced by the controller SG steering angle correction on the rear axle HA counteracts an oversteer and was caused due to the condition signals of the two roll stabilizers WST.
  • FIG. 2 shows a flow chart, also called a block diagram, which illustrates the interaction according to the invention of roll stabilization and rear axle steering on the vehicle.
  • the block diagram shows different, arranged in three levels rectangles, which are denoted by the letters A, B1, B2, C1, C2 and C3 and partially connected by arrows.
  • the method according to the invention operates as follows: The roll stabilization on the front axle is tested for function (step A). In a further step, the roll stabilization function on the rear axle (step B1 or B2) is checked.
  • step C1 is carried out, resulting in the following driving situation: the vehicle 1 experiences a tendency to roll and oversteers, the rear-axle steering HAL controlling the oversteering behavior by targeted temporary steering at the rear axle. kung HAL and thus compensates for the increased tendency to sway. In this case, in particular, a direction identical to the front axle VA steering can be made.
  • step C1 In case of failure or failure only the roll stabilization WST on the front axle VA would tend to oversteer. This leads to step C1. Depending on whether the roll stabilization WST also fails on the rear axle HA, a different tendency to oversteer occurs. This is corrected in response to the voltage applied to the control unit SG state information from the roll stabilizers WST in an adapted manner via the rear axle HA and the roll tendency thus compensated as far as possible.
  • step C2 the vehicle 1 tends to understeer, and the rear axle steering HAL preferably compensates for the understeering behavior with steering of the rear wheels 3 in the opposite direction to the front wheels 2 out.
  • step B2 If, according to step B2, an intact rear axle steering HAL results, this leads to step C3, d. H. There is normal driving. All systems are active and the roll stabilizers WST on the front and rear axles VA, HA and the rear axle steering HAL remain in their original function.

Landscapes

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

Abstract

L'invention concerne un procédé permettant de stabiliser le comportement routier d'un véhicule (1), lequel présente une stabilisation électromécanique du roulis sur l'essieu avant et sur l'essieu arrière ainsi qu'une direction d'essieu arrière (5). Selon l'invention, lors d'une panne de la stabilisation du roulis sur l'essieu avant et/ou sur l'essieu arrière, la stabilisation du roulis (WST) et la direction d'essieu arrière (5) sont couplées l'une à l'autre de telle manière qu'une correction des angles de direction est effectuée par l'intermédiaire de la direction d'essieu arrière (5).
EP17748463.1A 2016-09-06 2017-08-02 Procédé permettant d'influencer le comportement routier d'un véhicule Withdrawn EP3509880A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016216825.8A DE102016216825A1 (de) 2016-09-06 2016-09-06 Verfahren zur Stabilisierung des Fahrverhaltens eines Fahrzeuges
PCT/EP2017/069533 WO2018046190A1 (fr) 2016-09-06 2017-08-02 Procédé permettant d'influencer le comportement routier d'un véhicule

Publications (1)

Publication Number Publication Date
EP3509880A1 true EP3509880A1 (fr) 2019-07-17

Family

ID=59520899

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17748463.1A Withdrawn EP3509880A1 (fr) 2016-09-06 2017-08-02 Procédé permettant d'influencer le comportement routier d'un véhicule

Country Status (3)

Country Link
EP (1) EP3509880A1 (fr)
DE (1) DE102016216825A1 (fr)
WO (1) WO2018046190A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019206738A1 (de) * 2019-05-09 2020-11-12 Zf Friedrichshafen Ag Verfahren, Steuergerät und System zum Stabilisieren eines Fahrzeugs
DE102019213969B4 (de) 2019-09-13 2022-07-07 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Anpassung des Fahrwerks eines Kraftfahrzeuges sowie Steuergerät
WO2023066452A1 (fr) * 2021-10-18 2023-04-27 Jaguar Land Rover Limited Perte d'un sous-système et interactions avec des systèmes externes
WO2023066445A1 (fr) * 2021-10-18 2023-04-27 Jaguar Land Rover Limited Démarrage et arrêt pour système de suspension active

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4031317B4 (de) * 1990-10-04 2006-11-02 Robert Bosch Gmbh System zur Verbesserung der Wankdynamik eines Kraftfahrzeuges
DE4136262C2 (de) * 1991-11-04 2000-10-26 Mannesmann Sachs Ag Fahrwerk eines Kraftfahrzeuges
US6799092B2 (en) 2001-02-21 2004-09-28 Ford Global Technologies, Llc Rollover stability control for an automotive vehicle using rear wheel steering and brake control
JP3951728B2 (ja) * 2002-02-06 2007-08-01 トヨタ自動車株式会社 スタビライザ装置
DE102004040876A1 (de) 2004-03-11 2005-12-29 Continental Teves Ag & Co. Ohg Verfahren zur Fahrdynamikregelung eines Fahrzeugs, Vorrichtung zur Durchführung des Verfahrens und ihre Verwendung
FR2888165B1 (fr) 2005-07-05 2007-08-31 Renault Sas Procede et systeme anti-roulis d'un vehicule et vehicule correspondant
JP2007196921A (ja) * 2006-01-27 2007-08-09 Toyota Motor Corp 車両の走行制御装置
DE102006008417A1 (de) 2006-02-21 2007-08-23 Zf Friedrichshafen Ag Stabilisatoranordnung
DE102008005247A1 (de) * 2008-01-19 2009-06-18 Zf Friedrichshafen Ag Verfahren zum Betrieb einer Sicherheitseinrichtung für einen verstellbaren Stabilisator
FR2947483A3 (fr) * 2009-07-03 2011-01-07 Renault Sa Systeme de commande d'un dispositif anti-roulis semi-actif
DE102011075890A1 (de) 2011-05-16 2012-11-22 Schaeffler Technologies AG & Co. KG Wankstabilisator eines Kraftfahrzeuges
DE102013000360A1 (de) 2013-01-10 2014-07-10 Audi Ag Verfahren für die Regelung eines Vertikalregelsystems eines Fahrzeugs
DE102014206934B4 (de) 2014-04-10 2022-05-12 Zf Friedrichshafen Ag Stellmotor

Also Published As

Publication number Publication date
WO2018046190A1 (fr) 2018-03-15
DE102016216825A1 (de) 2018-03-08

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