FR2862595A1 - Driver assisting method for use during limited conditions of rolling dynamics, involves exerting torque on steering by steering actuator in critical situation of rolling dynamics, and limiting torque to value that driver can exceed - Google Patents

Driver assisting method for use during limited conditions of rolling dynamics, involves exerting torque on steering by steering actuator in critical situation of rolling dynamics, and limiting torque to value that driver can exceed Download PDF

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Publication number
FR2862595A1
FR2862595A1 FR0452649A FR0452649A FR2862595A1 FR 2862595 A1 FR2862595 A1 FR 2862595A1 FR 0452649 A FR0452649 A FR 0452649A FR 0452649 A FR0452649 A FR 0452649A FR 2862595 A1 FR2862595 A1 FR 2862595A1
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France
Prior art keywords
torque
yaw rate
dt
driver
steering
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Granted
Application number
FR0452649A
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French (fr)
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FR2862595B1 (en
Inventor
Frank Walter
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Robert Bosch GmbH
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Robert Bosch GmbH
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Priority to DE2003154662 priority Critical patent/DE10354662B4/en
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of FR2862595A1 publication Critical patent/FR2862595A1/en
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Publication of FR2862595B1 publication Critical patent/FR2862595B1/en
Application status is Expired - Fee Related legal-status Critical
Anticipated expiration legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D6/00Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/029Steering assistants using warnings or proposing actions to the driver without influencing the steering system
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D6/00Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T2220/00Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/03Driver counter-steering; Avoidance of conflicts with ESP control

Abstract

The method involves exerting a steering torque (M) on a steering (13) indicating direction to a driver by a steering actuator (9), in a critical situation of rolling dynamics. The torque is limited to a value that the driver can exceed. The torque is reduced if a gradient of real rate of yaw goes below a predefined threshold. Amplitude of the regulated torque is a function of the set rate of yaw or the deviation of regulation. An independent claim is also included for a device for assisting a driver of a vehicle.

Description

Field of the invention

  The present invention relates to a method and a device for assisting the driver of a vehicle in limiting situations of driving dynamics.

  State of the art Rolling dynamics regulations such as EPS systems (electronic stabilization program) improve the control of vehicles in limit situations such as for example in case of oversteer in a curve path. The expression "regulation of the driving dynamics" relates hereafter to all the systems which, thanks to the control of an actuator, are actively involved in driving a vehicle. These include systems such as ABS (Anti-lock System), ASR (Traction Control System), ESP, AFS (Forward Active) or EAS (Active Electronic Steering). The known regulations of the driving or driving dynamics notably use brake operations, engine management and a steering or steering actuator as an actuating element for regulation.

  In a system for regulating the driving dynamics ESP, the wheel slip applied to a wheel determines, for example, the regulation quantity. The wheel slip is regulated so that the vehicle has a rolling behavior adapted as accurately as possible to the driver's wish (curve path, acceleration, braking, etc ...) without loss of control. The driving dynamics control system for this purpose determines a real yaw rate (usually using a yaw rate sensor) and calculates a set yaw rate depending on the driver's instructions. From the control deviation, a yaw torque is finally calculated that is necessary to slave the actual state variables to the set state variables. The required yaw torque is then converted, for example, into control signals applied to the braking system or to a steering actuator to influence the steering wheel.

  In a situation of critical driving, by its misbehavior, such as too much braking or too much turning of the steering wheel, the driver may quickly deteriorate the situation. If in such situations the driver reacts badly, he may no longer be able to control the vehicle or at least extend the time necessary for stabilization from what was initially necessary.

  OBJECTS OF THE INVENTION It is therefore the object of the present invention to develop a method and a device for regulating driving dynamics which makes it possible to stabilize the vehicle as quickly and comfortably as possible.

  DESCRIPTION AND ADVANTAGES OF THE INVENTION To this end the invention relates to a method of the type defined above, characterized in that in a critical situation of driving dynamics, a torque is exerted on the steering wheel indicating to the driver the direction in which it must steer to stabilize the vehicle again.

  According to the invention also, the device of the defined type comprises sensors for detecting a limit situation of driving dynamics, and an actuator for applying a torque on the steering wheel in a limit situation of driving dynamics.

  An important feature of the invention is to indicate to the driver in a critical driving situation such as for example in case of oversteer of the vehicle, to behave properly.

  For this, according to the invention is exerted a torque on the steering wheel (in the di-rection in which the vehicle is stabilized) indicating the driver the direction in which it must steer to resorb as quickly as possible the vehicle that begins to skid or to survive. The steering or steering torque is preferably applied if the steering deviation of the yaw rate exceeds a predefined threshold. Alternatively, the steering torque (the steering torque) could also be applied when another condition is met which would indicate a critical driving situation such as, for example, a steering speed that is too high, if necessary in combination with a high transverse acceleration. for the vehicle. The driver then perceives a steering torque exerted on the steering wheel which indicates the direction in which it must steer to stabilize the vehicle.

  The application of the steering torque has the advantage that in many cases the vehicle can be stabilized by the action on the steering wheel alone or the consecutive reaction of the driver without the need for additional stabilization intervention by another system. as for example the ESP system. An additional stabilizing intervention such as an action on the brakes is only performed if this is essential. this improves the comfort and flexibility of the vehicle which is also advantageous for driving pleasure.

  In order to prevent the counter steering performed by the driver from being interpreted by the control system of the driving dynamics as a new choice of direction, it is proposed according to the invention to maintain the driver's desire that is say the set yaw rate cly.s / dt to a fixed value (i.e. almost to lock the set yaw rate) until a stability criterion is satisfied, in order to calculate a compensating torque from this point and, once the stability criterion has been reached, update the set yaw rate according to the driver's wish (steering wheel angle). The stability criterion evoked may consist, for example, in that the regulation deviation of the yaw rate falls below a predefined threshold or that the gradient of the actual yaw rate falls below a predetermined threshold.

  According to a preferred embodiment of the invention, the steering line is used in a first phase of the regulation to capture the wish of the driver. In this phase, no additional steering torque is excluded. When a critical driving situation occurs which can be appreciated for example from the deviation of regulation of the yaw rate (by exploiting the component P (proportional component), I (integral component) or the component D (component differential)), then the system goes into a second phase 2.5 in which the steering line is no longer used to determine the driver's wish but to apply a steering torque to stabilize. The set yaw rate remains locked in this phase. This can also be called dual use of the steering line because in the first phase the driver's wish is determined from the position of the steering wheel, which can no longer be done in the second phase because then additional torques act on the steering wheel. the steering wheel, couples that do not come from the driver and do not represent any driver request.

  The steering torque can be exerted for example using 3.5 a servo installation such as a servomotor or with the aid of another steering actuator such as an electric motor. In principle any type of actuator can be used to exert a torque on the steering wheel.

  Known servo installations are usually designed to assist the driver in steering maneuvers. In a limit situation of the driving dynamics, the assisting torque can for example be designed to push the driver counter-steering. Alternatively one can use a di-rection actuator such as a hydraulic or electric motor to exert a steering torque and indicate the correct steering behavior to the driver.

  The steering torque exerted by the actuator is preferably dimensioned so that it can be overtaken by a maneuver of the driver. In particular the steering torque is not strong enough for the steering wheel to slip from the driver's hands. This has the advantage that the driver always retains control of the steering operation and can determine the direction.

  The counter torque exerted by the steering actuator or guiding actuator is again decreased preferably if the vehicle begins to stabilize. A stabilization criterion is, for example, the gradient of the actual yaw rate which decreases again. The steering torque is then preferably decreased if the gradient falls below a predefined threshold for the yaw rate.

  If the actual yaw rate increases with respect to the set yaw rate after a first action on the steering wheel, i.e., if the vehicle again has a tendency to lose control, preferably another action on the couple. The steering torque is preferably applied again if the deviation between the actual speed and the target speed is greater than a predefined threshold and if the actual yaw rate gradient exceeds a predefined threshold. Thus one can also lose control of the vehicle if the vehicle leaves the control and if the last unstable state returns quickly.

  According to a preferred embodiment of the invention, the amplitude of the set steering torque is a function of the set rotation speed, the regulation deviation and its derivative. The height of the steering torque or the steering torque can be better adapted to each driving situation.

  A regulation of the driving dynamics to improve the transverse dynamic stability of a vehicle includes a yaw rate sensor for determining the actual yaw rate, a control apparatus with an algorithm for calculating a yaw rate on the yaw rate. the basis of the driver's wish as well as a steering actuator controlled by the control apparatus for applying torque to the steering if the vehicle is in a limit situation of the driving dynamics.

  Drawings The present invention will be described in more detail below with the aid of the accompanying drawings in which: FIG. 1 is a diagram of an ESP rolling dynamics control system for the regulation of the float angle and yaw rate according to the state of the art; FIGS. 2a, 2b show timing diagrams of the reference yaw rate and the actual yaw rate as well as the steering torque in a first driving situation; FIGS. 3a, 3b show the diagrams of the reference yaw rate and the actual yaw rate as well as the guide torque in a second driving situation; Figures 4a, 4b show the timing diagrams of the set yaw rate and the actual yaw rate as well as a steering torque in a third driving situation.

  Description of Embodiments of the Invention

  FIG. 1 shows the global control system of an ESP rolling dynamics regulation for regulating the buoyancy angle and the yaw angle as it is known mainly according to the state of the art. The control system of the driving dynamics thus presented differs from the known systems by a steering actuator 9 controlled by a control device 12 in limiting situations of driving dynamics to indicate to the driver by a torque M direction exercised on the steering wheel 13 the direction in which it must steer to restore the vehicle as quickly as possible. As an average driver in normal driving situations rarely has the experience of a situation in which he has to restore an oversteer vehicle, it is not uncommon that in such a situation he does not react properly. By applying the auxiliary torque M to the direction, it is given the indication in which it must best react for such a situation of overbraking. The applied torque is preferably a pulse (rectangular) signal having a fixed value.

  The known control system comprises the vehicle 14 as regulation path with sensors 1 - 5 for determining the regulation input quantities, the actuating members 6, 7 to influence the braking and driving forces as well as a hierarchical structure regulator formed of a subordinate rolling dynamics controller and a sub-skated skidding regulator 11. The regulation functions are implemented in a control device 12.

  In order to regulate the oscillation angle or the yaw rate, the subordinate regulator 10 supplies the slip regulator 11 with set values 1 in the form of a set slip 2 1, n / a. The setpoint slip Xso that must be adjusted for the different wheels is a function of the difference in regulation between the actual behavior and the target behavior of the vehicle. The target behavior results from the signals of the steering wheel angle sensor 3 (directional wish), the upstream pressure sensor 2 (desired timing) and the engine management 7 (motor torque wish). The yaw rate dylcons / dt is calculated from there, for example using the handling model. The actual yaw rate results for example from the signal of the yaw rate sensor 4.

  In a limit situation from the point of view of the driving dynamics, the controller of the driving dynamics 10 determines the set slip requirements for the different wheels. The calculated speed skates 2so are converted into corresponding indications for the hydraulic brake actuators 6 and engine management 7 which regulate the braking or driving forces required at the level of the various wheels to stabilize the vehicle.

  The overall system is designed in this case so that in an unstable driving situation it firstly provides a regulation action on the direction 13 with the aid of the steering actuator 9 and only if the vehicle does not does not stabilize, so that it performs an action or intervention braking or complementary training.

  The operation of this assisted steering is described by way of example below with reference to FIGS. 2 to 4.

  Figure 2 shows the timing diagram of different yaw rates dyr / dt. In these diagrams, and actual / dt is the actual yaw rate provided by the yaw rate sensor 4; dycons / dt is the set yaw rate (partially blocked) taken into account by the control system to the driving dynamics; dylcons2 / dt is the set (effective) yaw rate obtained from the driver's wish or steering angle.

  The time interval between the instant 0 and the instant t1 corresponds to a curve displacement during which the driver steers more and more in the curve (the actual yaw rate dWreeve / dt increases). From the SL angle of the steering wheel, chosen by the driver and the speed of the vehicle (driver's wish), taking into account the transverse acceleration measured by the sensor 5 and other geometric auxiliary quantities, the speed can be calculated dylcons / dt. If the vehicle is oversteer, the actual yaw / dt yaw rate increases faster than the dylcons / dt set speed. This means that the vehicle rotates too quickly around its vertical axis relative to the actual driver's wish.

  At time t1, the regulation deviation exceeds a predefined threshold. At this time, by the control of the control device 12 activates a steering actuator 9 which exerts a torque M on the di-rection. This torque indicates to the driver the direction in which it must steer to stabilize the vehicle. The opposing torque is sized so that it can be overcome by a medium driver. If the driver follows the direction of the steering system, the vehicle can be stabilized much faster than would be possible for an untrained driver.

  The steering actuator 9 mentioned above is for example an electric servomotor or a hydraulic pump of a control system appropriately controlled by an electronic circuit. This allows the use of existing components. Alternatively you can use a separate steering actuator.

  By exerting the steering torque M, after the moment t1, the vehicle begins to skid (the yaw rate, actual dyreel / dt increases abruptly) but this phase of loss of control is relatively brief and already reaches its maximum at time t2. The steering torque M in this embodiment is maintained until the yaw rate, actual dylréile / dt is decreased again. This means that the threshold for neutralizing the torque M in the present embodiment corresponds to (dyrréelle / dt) / dt = 0. For example, another threshold can also be programmed for resetting the torque M. The curve dweons2 / dt indicates the rate of turn derived from the steering angle. This curve shows the counter-steering maneuver. As it appears, starting from a strongly-steered position of the steering wheel (instant t1) the driver steers in the opposite direction and thus also exceeds the neutral position of the steering wheel 13. After the moment t2 we return to the curve (speed of setpoint, increasing).

  The counter-steering by the driver creates the following difficulty for regulating the vehicle's driving dynamics: if the vehicle goes into a situation of overbraking that the driver seeks to stabilize by a counter-steering, this maneuver risks be interpreted by the system of regulation of the driving dynamics as a wish of the driver to steer in the opposite direction (for example a curve on the right if it actually runs a curve on the left). In fact the vehicle is always in a curve to the left that must be continued. We only want to stabilize the vehicle in this curve on the left. This is why it is necessary to ignore the counter-steering dylcons2 / dt. For this it is necessary to freeze the speed of yaw of instruction dw. s / dt during the regulation phase to a significant value. This significant value is a value predetermined by the driver before the counter-steering movement. In the present exemplary embodiment, the setpoint speed dwcons / dt taken into account by the system is locked to the value existing at time t1 before the regulation threshold has been exceeded. The set yaw rate dyycons / dt will be maintained on this value until a stability criterion is satisfied; in the present example it is the actual yaw rate dyfreene / dt provided by the yaw rate sensor 4 and which is close to the set yaw rate, locked dyfcons / dt so as not to go below a pre-defined threshold. This is the case at time t3. It is only at this moment t3 that the actual steering angle or steering angle is taken into account and that the current value of the set yaw rate dylcons / dt is cal- culated. After 3o this time t3 the vehicle is stabilized again.

  Figure 3a shows the set yaw rate and the actual yaw rate dwcons / dt and dWieiie / dt in a driving situation that essentially corresponds initially to the situation of Figure 2a.

  The driver steers in a curve to which it makes the vehicle survive and it picks up at time t1. By exceeding the maximum deviation between the actual yaw rate and the set yaw rate dyJreene / dt and dwcons / dt, an antagonistic torque M is again exerted on the direction. The antagonistic pair M disappears again at time t2.

  After time t2, the actual yaw rate dyelle / dt decreases until time t3 at which this speed reaches a minimum to increase again thereafter. At time t3, the deviation between the real yaw rate dyréelle / dt and the set yaw rate dWcons / dt is still greater than a predefined threshold. At the same time the gradient of the actual yaw rate exceeds a predefined threshold gradient (here it is for example dWreelle / dt) / dt = 0. If both criteria are satisfied., The di-rection actuator 9 is activated again at time t3 to exert a steering torque M on the steering and on the steering wheel 13.

  In response, the driver again performs a counter-braking motion taken into account by the regulation of the driving dynamics but not by the set yaw rate dyycons2 / dt which again reduces the actual yaw rate dyre / dt to from the moment t4. At time t4 the threshold for: the gradient of the real yaw rate dyréelle / dt is again exceeded downwards and thus the antagonistic torque M is reset.

  At time t5 the speed of: true dyrréene yaw / dt and the yaw rate dylcons / dt are again closer so that the yaw rate dylcon ,, / dt is updated and is adapted to the wish driver's actual strength.

  FIG. 4a shows the chronogram of the actual dylene / dt yaw rate and the set yaw rate dwcons / dt in a driving situation during which the driver counter-brakes several times to stabilize the vehicle. So between instants t1, t2; t4, t5 or t6, t7, a steering torque is exerted on the steering wheel 13. Unlike the situation of FIG. 3a, however, the set yaw rate is already updated after the first counter-steering movement on the steering wheel 13. time t3 because the difference between the actual yaw rate / dt and the set yaw rate, locked diycons / dt is less than a predefined threshold 3o and the actual yaw rate gradient dyréelle / dt is less than 0 The same remark applies for the moment t5 and the moment t7.

  However, at time t4, the set yaw rate must be maintained at a constant value because the gradient of the actual yaw rate / dt exceeds the preceeding threshold.

  3.5 The method described above to apply di-rection torque allows the driver to react properly in limit situations and quickly restore control of the vehicle. The system for regulating the driving dynamics, for example the ESP system, must remain neutral as long as the driver follows the prescriptions. If however the vehicle skids, the regulation intervenes and stabilizes the vehicle by actions on the brakes and the drive.

NOMENCLATURE

  1. Wheel Speed Sensors 2. Upstream Pressure Sensor 3. Steering Wheel Angle Sensor 4. Yaw Speed Sensor 5. Transverse Acceleration Sensor 6. Pressure Modulation 7. Engine Management 8. Signals sensor for the ESP system 9. Steering actuator 10. Rolling dynamics controller 11. Skid control 12. Control unit 13. Steering wheel 14. Ford / dt vehicle: actual yaw rate dwcons / dt: yaw rate setpoint (partially blocked) dylcons2 / dt: effective setpoint yaw rate tn: instants M: steering torque

Claims (8)

  1) Method for assisting the driver of a vehicle (14) in limit situations of driving dynamics, characterized in that in a critical situation of driving dynamics, a torque (M) is exerted on the steering wheel (13) indicating to the driver the direction in which he must steer to stabilize the vehicle again.
  2) Method according to claim 1, characterized in that the torque (M) is limited to a value that the driver can exceed.
  3) Process according to claim 1, characterized in that the torque (M) is reduced if the gradient of the actual yaw rate (dyrréene / dt) falls below a predefined threshold.
  4) Method according to claim 1, characterized in that the amplitude of the adjusted steering torque (M) is a function of the set yaw rate (dyrcons / dt) or the control deviation.
  5) Method according to claim 3, characterized in that one has another torque action if the deviation between the actual yaw rate (dyl ray / dt) and the set yaw rate (dwcons / dt) is greater than one predefined threshold and if the gradient of the actual yaw rate (dWeile / dt) exceeds a predefined threshold.
  3D 6) Method according to claim 1, characterized in that during the application of a torque (M), the set yaw rate (dylcons / dt) is maintained at a fixed value and only then a new value of the set yaw rate (dylcons / dt :) is calculated, if a predefined stability criterion is satisfied.
  7) Device for assisting the driver of a vehicle (14) in limiting situations of driving dynamics, characterized in that it comprises: sensors (2 - 7, 11) for detecting a limiting situation of driving dynamics , and an actuator (9) for applying a torque (M) to the steering wheel (13) in a limit situation of driving dynamics.
  8) Device according to claim 7, characterized in that one decreases the torque (M) if the gradient of the actual yaw rate (dy, real / dt) falls below a predefined threshold.
  9) Device according to claim 7 or claim 8, characterized in that one carries out another action with a support torque if the deviation between the actual yaw rate (dyrréelle / dt) and the set yaw rate (dwco S / dt) is greater than a predefined threshold and if the gradient of the actual yaw rate (dyrréelle / dt) goes above a predefined threshold.
FR0452649A 2003-11-22 2004-11-17 Method and device for assisting the driver of a vehicle in limitations of routing dynamic situations Expired - Fee Related FR2862595B1 (en)

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DE2003154662 DE10354662B4 (en) 2003-11-22 2003-11-22 Method and device for assisting the driver of a motor vehicle in driving-dynamic borderline situations

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FR2862595B1 FR2862595B1 (en) 2008-06-27

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DE10354662A1 (en) 2005-06-23

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