JP5460325B2 - A device for correcting the course of an automobile, comprising: first means for selectively braking the wheel; and second means for turning the rear wheel. - Google Patents

A device for correcting the course of an automobile, comprising: first means for selectively braking the wheel; and second means for turning the rear wheel. Download PDF

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JP5460325B2
JP5460325B2 JP2009532853A JP2009532853A JP5460325B2 JP 5460325 B2 JP5460325 B2 JP 5460325B2 JP 2009532853 A JP2009532853 A JP 2009532853A JP 2009532853 A JP2009532853 A JP 2009532853A JP 5460325 B2 JP5460325 B2 JP 5460325B2
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vehicle
course
correction means
angle
turning
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JP2010506790A (en
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ステファン ゲガン，
リシャール ポタン，
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Renault SAS
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Renault SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
    • B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements 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
    • B62D6/003—Arrangements 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
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • B60T2260/022—Rear-wheel steering; Four-wheel steering
    • 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

Description

本発明は、自動車の実際の進路を補正する装置に関する。
具体的には、本発明は、四つのステアードホイールを備える自動車の実際の進路を補正する装置に関するもので、この装置は、自動車の四つの車輪の各々又は組み合わせを制動することにより、第１の基準進路に対して車両の実際の進路を補正する第１の手段を備えており、第１の補正手段は、車両の実際の進路と第１基準進路の差異が起動閾値を上回ると使用される。 The present invention relates to an apparatus for correcting the actual course of an automobile.
In particular, the present invention relates to a device for correcting the actual course of a motor vehicle with four steered wheels, the device being adapted to brake each or a combination of four wheels of a motor vehicle to The first means for correcting the actual course of the vehicle with respect to the reference course of the vehicle is used, and the first correction means is used when the difference between the actual course of the vehicle and the first reference course exceeds the activation threshold. The

状況によって、自動車の運転者が車両を制御できなくなることがある。このような制御不能状態は、外的な要因によるものでありうる。これは特に、車両が走行する路面が、濡れて又は薄氷により滑りやすいとき、或いは車両が強い横風を受けているときに当てはまる。
車両の進路が運転者の期待と合致しているとき、つまり自動車の進路が基準進路を辿っているとき、運転者が車両を制御できていると考えられる。 Depending on the situation, the driver of the car may not be able to control the vehicle. Such an uncontrollable state may be due to an external factor. This is especially true when the road surface on which the vehicle is traveling is wet or slippery due to thin ice, or when the vehicle is subjected to strong crosswinds.
When the course of the vehicle matches the driver's expectation, that is, when the course of the automobile follows the reference course, it is considered that the driver can control the vehicle.

車両を制御不能にする外因と戦うため、車両の四つの車輪の各々又は組み合わせにより進路を制御する手段を車両に取り付ける方法が既知である。これらの手段は特に、「Electronic Stability Program（横滑り防止装置）」を表わす「ＥＳＰ」というその英語の略称により知られている。
一又は複数の車輪を選択的に制動することにより、「ＥＳＰ」は、片揺れモーメントの生成及び減速を行い、よって車両は標準進路に戻ることができる。 In order to combat external causes that render the vehicle uncontrollable, it is known to attach means to the vehicle to control the course by each or a combination of the vehicle's four wheels. These means are especially known by abbreviations of the English called "Electronic Stability Program (Electronic Stability Control)" represents "ESP".
By selectively braking one or more wheels, “ESP” produces yaw moment and decelerates, thus allowing the vehicle to return to a standard course.

例えば、オーバーステアの場合、つまり車両の旋回半径が基準進路の旋回半径より小さい場合、「ＥＳＰ」は外側の前輪の制動を命令する。
別の実施例では、アンダーステアの場合、つまり車両の旋回半径が基準進路の旋回半径より大きい場合、「ＥＳＰ」は四つの車輪全部の制動を命令し、その際内側の車輪に掛かかる制動力を大きくする。この実施例の場合、「ＥＳＰ」は、制動動作を補助するようにエンジントルクに作用することもできる。 For example, in the case of oversteering, that is, when the turning radius of the vehicle is smaller than the turning radius of the reference course, “ESP” commands braking of the outer front wheel.
In another embodiment, when understeering, that is, when the turning radius of the vehicle is greater than the turning radius of the reference course, “ESP” commands braking of all four wheels, with the braking force applied to the inner wheels being Enlarge. In this embodiment, “ESP” can also act on the engine torque to assist the braking operation.

しかしながら、「ＥＳＰ」の感度が過度に高いことは望ましくない。これは、「ＥＳＰ」による介入があまりにも頻繁であると、運転者にとってわずらわしいからである。従って、単に車両の進路を微調整するのではなく、危険でありうる状況においてのみ「ＥＳＰ」が介入することが好ましい。   However, it is not desirable that the sensitivity of “ESP” be too high. This is because it is troublesome for the driver if the intervention by “ESP” is too frequent. Therefore, it is preferred that “ESP” intervene only in situations that can be dangerous, rather than just fine-tuning the vehicle's path.

この問題を解決し、「ＥＳＰ」による過度の介入を招くことなく車両の運転性能を向上させるため、本発明は、二つの後部ステアードホイールを補正角度だけ旋回させることにより、第２の基準進路に対して車両の実際の進路を補正する第２の手段を備えることを特徴とする、上述のタイプの進路補正装置を提供する。
本発明の他の特徴によれば、
−第２補正手段は、車両の実際の進路がその第２基準進路から逸脱すると直ちに使用される。
−第２の基準進路と第１の基準進路との差異は、第１補正装置の起動閾値より小さい。
−第１の基準進路と第２の基準進路は、特に自動車のステアリングホイールの旋回角度の関数として、電子制御ユニットにより計算される。
−第２補正手段の電子制御ユニットは、二つの後部ステアードホイールに対し、車両の旋回半径に影響する角度だけ旋回するように命令することができる。
−後輪に影響する角度は、特に、ステアリングホイールの旋回角度及び自動車の長手方向速度の関数として決定される。
−本装置は、第２補正手段の誤作動を検出する手段を備える。
−第２補正手段の誤作動が検出されたら、第１補正手段の起動閾値が下げられる。 In order to solve this problem and improve the driving performance of the vehicle without incurring excessive intervention by “ESP”, the present invention provides a second reference path by turning the two rear steered wheels by a correction angle. A course correction apparatus of the type described above is provided, characterized by comprising second means for correcting the actual course of the vehicle.
According to another aspect of the invention,
The second correction means are used as soon as the actual course of the vehicle deviates from its second reference course;
The difference between the second reference path and the first reference path is less than the activation threshold of the first correction device;
The first reference course and the second reference course are calculated by the electronic control unit, in particular as a function of the turning angle of the steering wheel of the motor vehicle.
The electronic control unit of the second correction means can command the two rear steered wheels to turn by an angle that affects the turning radius of the vehicle.
The angle affecting the rear wheels is determined in particular as a function of the turning angle of the steering wheel and the longitudinal speed of the motor vehicle.
The device comprises means for detecting malfunction of the second correction means;
-If a malfunction of the second correction means is detected, the activation threshold of the first correction means is lowered.

更なる特徴及び利点は、後述の詳細な説明により明らかとなり、その分かり易い説明のために添付図面を参照する。   Further features and advantages will become apparent from the detailed description given hereinafter, and the accompanying drawings will be referred to for easy understanding.

本発明による進路補正装置を備えた自動車の概略図である。It is the schematic of the motor vehicle provided with the course correction apparatus by this invention. カーブにおける自動車の基準進路の概略図である。It is the schematic of the standard course of the car in a curve.

後述で使用される、図１の「Ｌ、Ｖ、Ｔ」で示す三次元座標軸により表わされる長手方向、垂直方向及び水平方向は、なんら限定的な意味を持たない。垂直軸を中心とする車両の回転を、以降「ヨー」と呼ぶ。
後述では、同一、類似又は同様の要素は同じ参照番号で示す。 The longitudinal direction, the vertical direction, and the horizontal direction represented by the three-dimensional coordinate axes indicated by “L, V, T” in FIG. 1 used later will not have any limiting meaning. The rotation of the vehicle about the vertical axis is hereinafter referred to as “yaw”.
In the following, identical, similar or similar elements are indicated by the same reference numerals.

図１は、二つの前部ステアードホイール１２と、二つの後部ステアードホイール１４とを備えた自動車１０を示す。つまり、後輪１４はほぼ垂直な軸を中心に旋回することができる。
前輪１２は、車両の運転者がステアリングホイール１６を介して旋回させる。つまり、運転者は、特定の旋回角度「Ａ１」だけステアリングホイール１６を回すことができる。 FIG. 1 shows a motor vehicle 10 with two front steered wheels 12 and two rear steered wheels 14. That is, the rear wheel 14 can turn around a substantially vertical axis.
The front wheel 12 is turned by the driver of the vehicle via the steering wheel 16. That is, the driver can turn the steering wheel 16 by a specific turning angle “A1”.

車両１０は、「ＥＳＰ」式の、第１の進路補正手段を備えた進路補正装置を備えている。
このために、車両１０の各車輪１２、１４は制動手段１８を備える。各車輪１２、１４の制動手段１８のそれぞれに、第１電子制御ユニット２０は、図１に破線で示される制御回路を介して命令することができる。 The vehicle 10 is provided with a course correction device having first course correction means of the “ESP” type.
For this purpose, each wheel 12, 14 of the vehicle 10 is provided with a braking means 18. The first electronic control unit 20 can command each of the braking means 18 of each wheel 12, 14 via a control circuit indicated by a broken line in FIG.

第１電子制御ユニット２０はエンジン（図示しない）のトルクに作用することもできる。
第１電子制御ユニット２０はまた、運転者が所望する進路と、実際の車両の進路とに関する情報を受信する。 The first electronic control unit 20 can also act on the torque of an engine (not shown).
The first electronic control unit 20 also receives information regarding the course desired by the driver and the actual course of the vehicle.

このように、運転者が所望する進路は、ステアリングホイール１６の旋回角度「Ａ１」と、車両１０の長手方向の速度とに基づいて決定される。このために、ステアリングホイール１６は角度センサ２２を備え、車両は長手方向速度センサ２４を備えている。
実際の進路は、特に車両の側方加速度と、車両のヨーレートとに基づいて決定される。このために、車両１０は側方加速度センサ２６と、車両１０のヨーレートを感知するヨーレートセンサ２８とを備えている。 Thus, the course desired by the driver is determined based on the turning angle “A1” of the steering wheel 16 and the speed of the vehicle 10 in the longitudinal direction. For this purpose, the steering wheel 16 is provided with an angle sensor 22 and the vehicle is provided with a longitudinal speed sensor 24.
The actual course is determined based on the lateral acceleration of the vehicle and the yaw rate of the vehicle. For this purpose, the vehicle 10 includes a lateral acceleration sensor 26 and a yaw rate sensor 28 that senses the yaw rate of the vehicle 10.

図２に示すように、第１電子制御ユニット２０は、ステアリングホイール１６の角度を測定する角度センサ２２と、車両１０の長手方向の速度を測定する長手方向速度センサ２４とにより供給される情報に基づいて、第１電子制御ユニット２０が運転者の所望の進路だと考える第１基準進路３０を計算する。
例えば、第１基準進路３０は、以下の等式を用いて計算される。

Figure 0005460325

ここで、
−Ｍは車両の総重量であり、
−Ｉｚは重心を通る垂直軸の周りの車両の慣性であり、
−Ｌ１は重心とフロントアクスルの間の距離であり、
−Ｌ２は重心とリアアクスルの間の距離であり、
−Ｄ１は前輪のコーナリング剛性であり、
−Ｄ２は後輪のコーナリング剛性であり、
−α１は前輪１２が車両の長手軸との間に形成する角度であり、
−Ｖは車両の長手方向の速度であり、
−
Figure 0005460325

は、垂直軸上の重心を中心とする車両のヨーレートであり、
−βは車両の速度ベクトルが車両の長手軸との間に形成するドリフトの角度である。 As shown in FIG. 2, the first electronic control unit 20 receives information supplied by an angle sensor 22 that measures the angle of the steering wheel 16 and a longitudinal speed sensor 24 that measures the longitudinal speed of the vehicle 10. Based on this, the first electronic control unit 20 calculates a first reference course 30 that the driver considers a desired course.
For example, the first reference path 30 is calculated using the following equation:
Figure 0005460325

here,
-M is the total weight of the vehicle,
-I z is the inertia of the vehicle about the vertical axis through the center of gravity;
-L 1 is the distance between the center of gravity and the front axle,
-L 2 is the distance between the center of gravity and the rear axle,
-D 1 is the cornering rigidity of the front wheel,
-D 2 is a cornering stiffness of the rear wheel,
-Α 1 is an angle formed between the front wheel 12 and the longitudinal axis of the vehicle,
-V is the longitudinal speed of the vehicle,
−
Figure 0005460325

Is the vehicle yaw rate centered on the center of gravity on the vertical axis,
-Β is the angle of drift that the vehicle speed vector forms with the longitudinal axis of the vehicle.

このとき、第１電子制御ユニット２０は、第１基準進路３０の両側にそれぞれ一つずつ、計二つのライン３２を画定し、これらのラインは所定のスペースＥ１だけ第１基準から隔たっている。これら二つのライン３２は第１進路補正手段「ＥＳＰ」の起動閾値を形成する。
第１電子制御ユニット２０はまた、側方加速度センサ２６と、ヨーレートセンサ２８と、車両１０の長手方向の速度を感知する長手方向速度センサ２４とにより送信されるデータに基づいて、車両の実際の進路を決定する。 At this time, the first electronic control unit 20 defines a total of two lines 32, one on each side of the first reference path 30, and these lines are separated from the first reference by a predetermined space E1. These two lines 32 form the starting threshold value of the first course correction means “ESP”.
The first electronic control unit 20 is also based on data transmitted by the lateral acceleration sensor 26, the yaw rate sensor 28, and the longitudinal speed sensor 24 that senses the longitudinal speed of the vehicle 10. Determine the course.

第１電子制御ユニットによって計算された実際の進路が二つの起動閾値３２の間に納まっていれば、進路補正装置は使用されない。
反対に、実際の進路が第１基準進路３０から離れすぎている場合、つまり実際の進路が起動閾値３２の一方と交差している場合、進路補正装置「ＥＳＰ」が使用される。この場合、第１電子制御ユニット２０は、車輪１２、１４のブレーキ１８と、適切であれば、車両１０のエンジンに選択的に作用することにより、実際の車両の進路を二つの起動閾値３２の間に戻す。 If the actual course calculated by the first electronic control unit is between the two activation thresholds 32, the course correction device is not used.
On the other hand, when the actual course is too far from the first reference course 30, that is, when the actual course crosses one of the activation threshold values 32, the course correction device “ESP” is used. In this case, the first electronic control unit 20 selectively acts on the brakes 18 of the wheels 12 and 14 and, if appropriate, the engine of the vehicle 10 to change the actual vehicle path to two start thresholds 32. Put it back in time.

本発明の教示によれば、車両１０の進路を補正する装置は、後部ステアードホイール１４を旋回させることにより進路を補正する第２の手段、「４ＷＳ」を備える。
このために、図１に示すように、車両１０は、後部ステアードホイール１４に命令して補正角度「Ａ２」だけ旋回させることができる第２の電子制御ユニット３４を備える。 In accordance with the teachings of the present invention, the device for correcting the course of the vehicle 10 includes second means “4WS” for correcting the course by turning the rear steered wheel 14.
To this end, as shown in FIG. 1, the vehicle 10 includes a second electronic control unit 34 that can command the rear steered wheel 14 to turn by a correction angle “A2”.

第２電子制御ユニット３４は、運転者が所望する進路である、第２基準進路の形式の進路と、実際の車両の進路とを比較する。
従って、第２電子制御ユニット３４はまた、運転者が所望する進路と、車両１０の実際の進路とに関する情報を受信する。 The second electronic control unit 34 compares the course of the second reference course, which is the course desired by the driver, with the actual course of the vehicle.
Accordingly, the second electronic control unit 34 also receives information regarding the route desired by the driver and the actual route of the vehicle 10.

第２基準進路と車両１０の実際の進路とは、第１補正手段に関して上述したものと同じセンサ２２、２４、２６、２８を起源とする同じ情報に基づいて決定される。
よって、第２電子制御ユニット３４によって計算される実際の進路が第２基準進路から逸脱したとき、つまり実際の進路が第２基準進路と重ならないとき、第２電子制御ユニットは、後部ステアードホイール１４に補正角度「Ａ２」を適用することにより、それらホイールの方向に作用し、よって車両１０をその第２基準進路に戻す。 The second reference course and the actual course of the vehicle 10 are determined based on the same information originating from the same sensors 22, 24, 26, 28 as described above with respect to the first correction means.
Therefore, when the actual course calculated by the second electronic control unit 34 deviates from the second reference course, that is, when the actual course does not overlap with the second reference course, the second electronic control unit is operated by the rear steered wheel. Applying the correction angle “A2” to 14 acts in the direction of the wheels, thus returning the vehicle 10 to its second reference path.

しかしながら、第２基準進路は必ずしも第１基準進路と同じではない。二つの補正手段が別々に設計されて、それぞれが関連する基準進路を計算するための異なるモデルを有することがある。これは特に、「ＥＳＰ」及び「４ＷＳ」補正手段が二つの異なる供給元から供給される場合に当てはまる。
従って、図２に示すように、同じ車両１０の走行条件下であり、且つ同じ情報に基づいている場合も、第２基準進路３６は第１基準進路３０と一致していない。 However, the second reference course is not necessarily the same as the first reference course. The two correction means may be designed separately and each have a different model for calculating the associated reference course. This is especially true when the “ESP” and “4WS” correction means are supplied from two different sources.
Therefore, as shown in FIG. 2, the second reference course 36 does not coincide with the first reference course 30 even under the traveling conditions of the same vehicle 10 and based on the same information.

二つの進路補正手段「ＥＳＰ」と「４ＷＳ」が、車両１０に対して同時に反対の方向へ作用することを防ぐため、第２基準進路３６が第１補正手段「ＥＳＰ」の起動閾値３２の間に納まることが必要である。
このように、車両の実際の進路が第２基準進路３６を辿る場合、二つの補正手段「ＥＳＰ」及び「４ＷＳ」はいずれも使用されない。 In order to prevent the two course correction means “ESP” and “4WS” from acting simultaneously on the vehicle 10 in opposite directions, the second reference course 36 is between the start threshold values 32 of the first correction means “ESP”. It is necessary to fit in.
Thus, when the actual course of the vehicle follows the second reference course 36, neither of the two correction means “ESP” and “4WS” is used.

車両１０の実際の進路が第２基準進路３６から逸脱しているが、起動閾値３２を踏み越えない限りにおいては、第２補正手段「４ＷＳ」だけが使用される。第１補正手段「ＥＳＰ」は使用されない。
車両１０の実際の進路が起動閾値３２によって課せられた限界を踏み越えると、まず車両を起動閾値３２内に戻すため、補正手段「ＥＳＰ」と「４ＷＳ」の両方が同時に使用される。この第１段階が達成されると、第１補正手段「ＥＳＰ」の使用は停止され、車両１０を第２基準進路３６上に戻すために第２補正手段「４ＷＳ」が引き続き使用される。 Although the actual course of the vehicle 10 deviates from the second reference course 36, only the second correction means “4WS” is used as long as the start threshold 32 is not exceeded. The first correction means “ESP” is not used.
When the actual course of the vehicle 10 exceeds the limit imposed by the activation threshold 32, both the correction means “ESP” and “4WS” are used simultaneously to first bring the vehicle back into the activation threshold 32. When this first stage is achieved, the use of the first correction means “ESP” is stopped and the second correction means “4WS” continues to be used to return the vehicle 10 onto the second reference course 36.

従って、第２基準進路３６が常に二つの起動閾値３２の間に収まるような条件を維持するために、第１補正手段「ＥＳＰ」を調節するステップが行われる。この調節ステップの間に、起動閾値３２までのスペース「Ｅ１」内に第２基準進路３６が含まれるようにそのスペースを調節する。   Therefore, the step of adjusting the first correction means “ESP” is performed in order to maintain the condition that the second reference course 36 is always within the two activation thresholds 32. During this adjustment step, the space is adjusted so that the second reference path 36 is included in the space “E1” up to the activation threshold 32.

本発明の別の態様によれば、第１補正手段「ＥＳＰ」は、第２補正手段「４ＷＳ」の誤動作又は故障したとき、ダウングレードモードとして知られる運転モードで起動することができる。
例えば、誤動作は、後輪１４の旋回の角度を感知する後輪の旋回角度センサ（図示しない）による測定値を、第２電子制御ユニット３４によって命令される旋回の角度と比較することにより検出される。この角度の測定値が第２電子制御ユニットによって命令される角度と一致しない場合、何らかの誤作動があると考えられる。 According to another aspect of the present invention, the first correction means “ESP” can be activated in an operating mode known as a downgrade mode when the second correction means “4WS” malfunctions or fails.
For example, the malfunction is detected by comparing the measured value by the rear wheel turning angle sensor (not shown) that senses the turning angle of the rear wheel 14 with the turning angle commanded by the second electronic control unit 34. The If this angle measurement does not coincide with the angle commanded by the second electronic control unit, it is assumed that there is some malfunction.

第１補正手段「ＥＳＰ」の起動閾値３２を互いに近づけることにより、両方の補正手段「ＥＳＰ」と「４ＷＳ」が機能しているときより、第１補正手段「ＥＳＰ」による車両１０の進路の補正頻度を上げる。つまり、ダウングレード運転モードでは、基準進路３０から起動閾値３２までのスペース「Ｅ２」が、正常運転モードにおけるスペース「Ｅ１」より小さい。   By making the starting threshold value 32 of the first correction means “ESP” closer to each other, the course of the vehicle 10 is corrected by the first correction means “ESP” than when both the correction means “ESP” and “4WS” are functioning. Increase the frequency. That is, in the downgrade operation mode, the space “E2” from the reference path 30 to the activation threshold 32 is smaller than the space “E1” in the normal operation mode.

本発明の変形例によれば、第２電子制御ユニット３４は、後輪１４に命令し、車両の旋回半径に影響する角度「Ａ３」だけ旋回させることができる。この角度は「車両整合角度」としても知られている。
このような機能性により、特に車両１０の長手方向の速度に従って、車両１０の旋回半径を、ステアリングホイール１６と同一の旋回角度「Ａ１」だけ修正することができる。 According to a modification of the present invention, the second electronic control unit 34 can command the rear wheel 14 to turn by an angle “A3” that affects the turning radius of the vehicle. This angle is also known as the “vehicle alignment angle”.
With such functionality, the turning radius of the vehicle 10 can be corrected by the same turning angle “A1” as that of the steering wheel 16, particularly according to the longitudinal speed of the vehicle 10.

よって、車両１０の速度が非常に小さいときに運転者が車両１０を厳密に操舵したいと思う場合、第２電子制御ユニット３４は、車両の旋回半径を低減するために、後輪１４に対し、前輪１２と反対方向に旋回するように命令する。
反対に、車両が高速で走行している場合、第２電子制御ユニット３４は、旋回半径を増大させることにより運転者がスリップすることなく進路を微調節できるように、後輪１４に対し、前輪１２と同じ方向に旋回するように命令する。 Therefore, when the driver wants to steer the vehicle 10 strictly when the speed of the vehicle 10 is very low, the second electronic control unit 34 controls the rear wheel 14 to reduce the turning radius of the vehicle. Command to turn in the opposite direction to the front wheel 12.
On the contrary, when the vehicle is traveling at a high speed, the second electronic control unit 34 increases the turning radius so that the driver can finely adjust the course without slipping. Command to turn in the same direction as 12.

従って、第２電子制御ユニットは、後輪１４に対する二種類の命令、即ち、補正角度「Ａ２」だけ旋回させる命令と、車両の旋回に影響する角度「Ａ３」だけ旋回させる命令を発することができる。
二つ目の、「影響」角度「Ａ３」は、所望の進路を規定する際に運転者によって認識される。従って、二つ目の「影響」角度「Ａ３」は、第１基準進路３０を決定するための第１電子制御ユニット２０と、第２基準進路３６を決定するための第２電子制御ユニット３４の両方によって認識されなければならない。 Accordingly, the second electronic control unit can issue two types of commands for the rear wheel 14, that is, a command for turning by the correction angle “A2” and a command for turning by an angle “A3” that affects the turning of the vehicle. .
The second “influence” angle “A3” is recognized by the driver when defining the desired course. Accordingly, the second “influence” angle “A3” is determined by the first electronic control unit 20 for determining the first reference path 30 and the second electronic control unit 34 for determining the second reference path 36. Must be recognized by both.

反対に、基準進路３０、３６を画定する電子制御ユニット２０、３４は、いずれの場合も、第１の「補正」角度「Ａ２」を認識する必要がない。何故なら、この角度は、運転者が所望する進路に影響する情報ではないためである。
例えば、第１基準進路３０は、以下の等式を使用して計算される。

Figure 0005460325

ここで、
−Ｍは車両の総重量であり、
−Ｉｚは重心を通る垂直軸の周りの車両の慣性であり、
−Ｌ１は重心とフロントアクスルの間の距離であり、
−Ｌ２は重心とリアアクスルの間の距離であり、
−Ｄ１は前輪のコーナリング剛性であり、
−Ｄ２は後輪のコーナリング剛性であり、
−α１は前輪１２が車両の長手軸との間に形成する角度であり、
−α２は後輪１４が車両の長手軸との間に形成する影響角度「Ａ３」であり、
−Ｖは車両の長手方向の速度であり、
−
Figure 0005460325

は、垂直軸上の重心を中心とする車両のヨーレートであり、
−βは車両の速度ベクトルが車両の長手軸との間に形成するドリフトの角度である。 Conversely, the electronic control units 20, 34 that define the reference path 30, 36 do not need to recognize the first “correction” angle “A2” in either case. This is because this angle is not information that affects the course desired by the driver.
For example, the first reference path 30 is calculated using the following equation:
Figure 0005460325

here,
-M is the total weight of the vehicle,
-I z is the inertia of the vehicle about the vertical axis through the center of gravity;
-L 1 is the distance between the center of gravity and the front axle,
-L 2 is the distance between the center of gravity and the rear axle,
-D 1 is the cornering rigidity of the front wheel,
-D 2 is a cornering stiffness of the rear wheel,
-Α 1 is an angle formed between the front wheel 12 and the longitudinal axis of the vehicle,
−α 2 is an influence angle “A3” formed between the rear wheel 14 and the longitudinal axis of the vehicle,
-V is the longitudinal speed of the vehicle,
−
Figure 0005460325

Is the vehicle yaw rate centered on the center of gravity on the vertical axis,
-Β is the angle of drift that the vehicle speed vector forms with the longitudinal axis of the vehicle.

従って、本発明による補正装置により、第１補正手段「ＥＳＰ」を絶えず必要とすることなく、自動車１０の進路を細かく補正することができる。   Therefore, the course of the automobile 10 can be finely corrected by the correction apparatus according to the present invention without constantly requiring the first correction means “ESP”.

Claims (7)

四つのステアードホイール（１２、１４）を備えた自動車（１０）の実際の進路を補正する装置であって、自動車（１０）の四つのステアードホイール（１２、１４）の各々又は組み合わせを制動することにより第１基準進路（３０）に対して車両（１０）の実際の進路を補正する第１補正手段（１８、２０）を備えており、車両（１０）の実際の進路と第１基準進路（３０）との差異が起動閾値（３２）を上回ると第１補正手段（１８、２０）が使用されるもので、
二つの後部ステアードホイール（１４）を補正角度（Ａ２）だけ旋回させることにより、第２基準進路（３６）に対して車両（１０）の実際の進路を補正する第２補正手段（３４、１４）を備え、
第２基準進路（３６）と第１基準進路（３０）との差異が、第１補正手段（２０、１８）の起動閾値（３２）より小さくなるように、当該起動閾値（３２）を調節することを特徴とする、装置。 Device for correcting the actual course of an automobile (10) with four steered wheels (12, 14), which brakes each or a combination of the four steered wheels (12, 14) of the automobile (10) The first correction means (18, 20) for correcting the actual course of the vehicle (10) with respect to the first reference course (30) is provided, and the actual course of the vehicle (10) and the first reference course If the difference from the course (30) exceeds the activation threshold (32), the first correction means (18, 20) is used.
Second correction means (34, 14) for correcting the actual course of the vehicle (10) with respect to the second reference course (36) by turning the two rear steered wheels (14) by the correction angle (A2). )
The difference between the second reference path (36) and the first reference path (30), than smaller Kunar so the activation threshold value of the first correction means (20, 18) (32), adjusting the activation threshold value (32) An apparatus characterized by: 車両の実際の進路がその第２基準進路（３６）から逸脱するとすぐに第２補正手段（３４、１４）が使用されることを特徴とする、請求項１に記載の装置。   Device according to claim 1, characterized in that the second correction means (34, 14) are used as soon as the actual course of the vehicle deviates from its second reference course (36). 第１及び第２基準進路（３０、３６）が、特に自動車（１０）のステアリングホイール（１６）の旋回角度（Ａ１）の関数として、電子制御ユニット（２０、３４）によって計算されることを特徴とする、請求項１または２に記載の装置。   The first and second reference courses (30, 36) are calculated by the electronic control unit (20, 34), in particular as a function of the turning angle (A1) of the steering wheel (16) of the automobile (10). The apparatus according to claim 1 or 2. 第２補正手段の電子制御ユニット（３４）が、二つの後部ステアードホイール（１４）に対し、車両（１０）の旋回半径に影響する角度（Ａ３）だけ旋回するように命令できることを特徴とする、請求項１ないし３のいずれか一項に記載の装置。   The electronic control unit (34) of the second correction means can command the two rear steered wheels (14) to turn by an angle (A3) that affects the turning radius of the vehicle (10). A device according to any one of claims 1 to 3. 二つの後部ステアードホイール（１４）の影響角度が、特にステアリングホイール（１６）の旋回角度（Ａ１）と、自動車（１０）の長手方向速度との関数として決定されることを特徴とする、請求項４に記載の装置。   The influence angle of the two rear steered wheels (14) is determined in particular as a function of the turning angle (A1) of the steering wheel (16) and the longitudinal speed of the vehicle (10). Item 5. The apparatus according to Item 4. 第２補正手段の誤作動を検出する手段を備えることを特徴とする、請求項１ないし５のいずれか一項に記載の装置。   6. The apparatus according to claim 1, further comprising means for detecting a malfunction of the second correction means. 第２補正手段の誤作動が検出されると、第１補正手段の起動閾値（３２）が下げられることを特徴とする、請求項６に記載の装置。   7. A device according to claim 6, characterized in that the activation threshold (32) of the first correction means is lowered when a malfunction of the second correction means is detected.
JP2009532853A 2006-10-16 2007-08-17 A device for correcting the course of an automobile, comprising: first means for selectively braking the wheel; and second means for turning the rear wheel. Expired - Fee Related JP5460325B2 (en)

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