WO2001019653A1 - Procede de regulation du couple de lacet - Google Patents

Procede de regulation du couple de lacet Download PDF

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Publication number
WO2001019653A1
WO2001019653A1 PCT/EP2000/008799 EP0008799W WO0119653A1 WO 2001019653 A1 WO2001019653 A1 WO 2001019653A1 EP 0008799 W EP0008799 W EP 0008799W WO 0119653 A1 WO0119653 A1 WO 0119653A1
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WO
WIPO (PCT)
Prior art keywords
ref
yaw rate
vehicle
yaw
relationship
Prior art date
Application number
PCT/EP2000/008799
Other languages
German (de)
English (en)
Inventor
Georg Roll
Ulrich LÜDERS
Rainer Oehler
Thomas Raste
Hubertus Raitz Von Frentz
Karl Izsak
Original Assignee
Continental Teves Ag & Co. Ohg
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Filing date
Publication date
Priority claimed from DE10011779A external-priority patent/DE10011779A1/de
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2001019653A1 publication Critical patent/WO2001019653A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0891—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for land vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • 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
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B60T8/1725—Using tyre sensors, e.g. Sidewall Torsion sensors [SWT]
    • 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
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0513—Yaw angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/053—Angular acceleration
    • B60G2400/0533—Yaw acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • 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
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • 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
    • B60G2400/60—Load
    • 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
    • B60G2600/16—Integrating means, i.e. integral control
    • 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
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1873—Model Following
    • 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
    • B60G2800/01—Attitude or posture control
    • B60G2800/016—Yawing condition
    • 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
    • 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
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B60G2800/702—Improving accuracy of a sensor signal
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/92—ABS - Brake Control
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/96—ASC - Assisted or power Steering control
    • 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
    • B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
    • B60T2240/03—Tire sensors
    • 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
    • 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
    • B60T2270/86—Optimizing braking by using ESP vehicle or tire model
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • 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
    • B60W2520/12—Lateral speed
    • B60W2520/125—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
    • 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
    • B60W2520/28—Wheel speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw

Definitions

  • the present invention relates to a method for regulating a yaw moment of a vehicle according to the preamble of claim 1.
  • yaw moment regulations stabilize the driving behavior of the vehicle when cornering by comparing a target yaw rate with an actual yaw rate, which is measured by a yaw rate sensor, which detects the slightest changes in the actual yaw rate. If the actual yaw angular velocity deviates from the target yaw angular velocity, which is calculated at least as a function of the steering wheel angle, vehicle reference speed and coefficient of friction, this difference is converted into control signals for certain control elements, the actuation of which then approximates the actual yaw angular velocity to the target yaw angular velocity.
  • the invention has for its object to provide a method for controlling a yaw moment of a vehicle, in which an actual yaw rate can be determined without a yaw rate sensor.
  • the invention thus provides that within a vehicle dynamics control (ESP) a yaw rate (yaw rate) including tire force signals and the steering angle is estimated by integrating a yaw acceleration.
  • a yaw rate (yaw rate) including tire force signals and the steering angle is estimated by integrating a yaw acceleration.
  • the yaw rate is preferably determined by integrating the yaw angle acceleration according to the relationship Fl.l
  • the yaw angle acceleration is formed from the torque balance about the vertical axis of the vehicle according to the relationship F1.2-1.3.
  • the steering angle is included in the torque balance.
  • the yaw rate is thus estimated via the direct integration of the moment balance, including a correction value or a correction quantity.
  • the invention is based on the knowledge that an estimated variable of the yaw angular velocity can be used as an actual variable in a vehicle dynamics control if the yaw rate estimated by means of direct integration of the yaw acceleration is supported by correction variables or correction values in order to avoid the drift effects which are unavoidable in the method of direct integration provided Reduce accumulation of errors.
  • the integrated yaw rate is corrected via reference values or reference variables in accordance with the detection of the non-linear driving behavior of the vehicle.
  • a method for recognizing the non-linear driving behavior and determining the reference value or the reference size uses different reference yaw rates which are used individually or in combination with one another to identify the non-linear driving behavior and / or to correct the yaw rate determined by direct integration.
  • the yaw rate is therefore estimated via a direct integration of the moment balance, and to avoid drift effects, the estimated yaw rate (integrated yaw rate) is permanently calculated using th reference yaw rates corrected.
  • a reference yaw rate is based on the stationary single-track model from the steering wheel angle, the vehicle's longitudinal speed
  • Another reference yaw rate is calculated from the lateral acceleration and the longitudinal vehicle speed (reference speed) according to the relationship
  • a third reference yaw rate becomes yaw acceleration according to the relationship
  • reference lateral forces of the front and rear axles as well as a reference torque can be determined with the single-track model. Corrections of the integrated yaw rate to a reference yaw rate, especially in vehicles that are in the
  • the threshold value k is less than 5 degrees per second, the value & is preferably in a range between 2.5 and 3.5 degrees per second.
  • ⁇ ref from ⁇ ref fi ⁇ , v nf , ß ref ⁇ ref , ⁇ ) or
  • the threshold value k 2 is less than 1000 Nm, preferably k 2 is in the range between 200 and 500 Nm. In addition to or instead of the condition that the threshold k 2 must be fallen below, the condition may also be provided that the reference yaw rate according to the relationships
  • the correction of the integrated yaw rate takes place
  • the threshold value £ 3 is less than 500 N, preferably the threshold value lies in a range between 100 and 300 N.
  • the condition can also be provided that the reference yaw rate according to the relationships
  • ⁇ ref ⁇ ⁇ ref. ⁇ k, or M, - M l.ref ⁇ &, or ⁇ F. y .ref ⁇ & 3 must be met for at least a duration T s before it can be reset to one of the reference yaw rate.
  • the correction of the integrated yaw rate also takes place during highly dynamic driving conditions whenever the integrated yaw rate has assumed values that lie outside the physically possible range.
  • Fig.l is a schematic representation of the tire forces in wheel-fixed coordinate systems
  • 1 shows the tire forces in the wheel-fixed coordinate systems of a vehicle as an example.
  • the forces of the individual wheels that occur on the tires as a result of the tire-roadway contact can be longitudinal wheel forces, lateral forces and / or wheel contact forces.
  • 1 shows exemplary wheel circumferential forces F x (longitudinal forces) and F y (lateral forces) in the wheel-fixed coordinate systems of a vehicle. The forces are designated with indices. It applies
  • FIG. 2 schematically shows an overall structure of a yaw moment control, the vehicle forming the controlled system 204 with its wheel brakes.
  • the resulting motor actual torque, lateral acceleration, wheel speeds, hydraulic signals (such as wheel brake pressures) and the wheel circumferential forces F x and lateral forces F y are determined on the vehicle.
  • a steering angle sensor, a lateral acceleration sensor as well as wheel speed sensors and wheel force sensors, such as tire sensors, are available as sensors.
  • the longitudinal and lateral forces are preferably determined by means of tire sensors, which generate signals from the deformation of the tires, in particular the tire sidewall, from which the longitudinal (F x ) and lateral forces (F y ) can be determined.
  • the determined longitudinal and transverse forces are fed to a yaw moment (GMR) control law 201 and a coefficient of friction and condition estimate 203.
  • GMR yaw moment
  • Vehicle reference models 200 are stored in the GMR controller, which, based on the steering angle ⁇ , the vehicle reference speed v r ef, the lateral acceleration a y and the coefficient of friction ⁇ estimated in the coefficient of friction and condition estimation, are a reference yaw moment M z, ref or reference - Shear forces F y , ref or, as described in the following explanations, calculated reference yaw angular velocities.
  • Reference yaw rates are also determined from the stationary single-track model and the vehicle's lateral acceleration.
  • the friction coefficient and state estimate 203 uses the vehicle reference speed v ref / the measured vehicle lateral acceleration a y , the wheel forces F y and F x calculated from the tire sensors or wheel force sensors, and the steering angle ⁇ for their calculations.
  • the coefficient of friction and state estimate 203 also carries out a state estimate which determines information about the current driving state, which is characterized, for example, by the yaw rate.
  • the yaw angular velocity can be estimated via the input variables and is passed on to the GMR control law 201.
  • the reference yaw angular velocities calculated in the vehicle reference model 200 are compared with the yaw angular velocities estimated from the determined wheel forces F y , F x , the steering wheel angle ⁇ and the center distances from the center of gravity of the vehicle over the current driving state and the one to be controlled
  • Yaw moment ⁇ M or the yaw rate L ⁇ to be controlled or the longitudinal forces F x are determined from the difference in the yaw angular velocities.
  • a manipulated variable is calculated so that the missing yaw moment, the missing yaw rate or the missing longitudinal force is supplemented and the vehicle 204 is kept in a controllable state.
  • the manipulated variable generates an additional yaw momentum ⁇ M around the vertical axis of the vehicle through active brake intervention, i.e. brake intervention without the driver actuating the brake, or brake pressure specifications and / or engine interventions.
  • the additional yaw moment can be converted into force requirements for the individual wheels.
  • the force requirements of the individual wheels are fed to the subordinate control loop 202 as setpoints.
  • the control loop 202 generates the control signals in the form of e.g. Valve switching times, brake pressures, clamping forces, current sizes or motor drive torques.
  • the additional yaw moment determined in control law 201 is based on a comparison of the calculated target yaw rate with an estimated actual yaw rate, which is determined on the basis of FIG. 3 as follows:
  • the method for estimating the vehicle yaw rate signal for regulating the driving behavior of a vehicle takes place via the direct integration of the yaw acceleration.
  • the yaw rate is determined by integrating the yaw acceleration according to the relationship
  • the yaw acceleration is formed from the torque balance around the vertical axis of the vehicle, according to the relationship Fl.2-1.3
  • the first reference yaw rate signal is according to the following
  • the second reference yaw rate signal is calculated according to the following relationship according to equation F2.2
  • Another reference yaw rate signal can be determined from the dynamic single track model, i.e. it is according to the following relationship according to equation F2.3
  • reference lateral forces of the front and rear axles as well as a reference torque can be determined with the single-track model.
  • a correction 303 of the integrated yaw rate takes place in accordance with the detection of the non-linear behavior 302 of the vehicle.
  • the procedures for recognizing the non-linear behavior and determining the correction factor are described in the following section.
  • step 1 the reference yaw rates (according to equations F2.2 to F2.3) are determined.
  • Correction factor k l.
  • the integrated yaw rate is calculated by a calculated a v
  • ⁇ ref from ⁇ ref f ( ⁇ , v re / , ß ref ⁇ ref , ⁇ ) or
  • the integrated yaw rate is the yaw rate by a calculated reference a v according to the equation ⁇ , or
  • ⁇ ref from ⁇ ref f ( ⁇ , v ref , ß ref ⁇ ref , ⁇ ) or
  • ⁇ ref from ⁇ ref f ( ⁇ , v ref , ß ref , ⁇ rcf , ⁇ ) or
  • ⁇ ref ⁇ ⁇ ref. ⁇ k, or M 7 - M Z.ref ⁇ k 2 or F y - F v.ref, ⁇ k ⁇ must be fulfilled for at least a period T s before it is possible to reset to one of the reference yaw angle velocities.
  • Step 2 takes place with the aid of the directly integrated yaw rate and a reference yaw rate (according to equation F2.2 or F2.3) taking into account the correction factor, ie F2.4
  • ⁇ , nl ( + ,) ⁇ wl (t n ) + ⁇ (t n M uses the yaw rate estimation signal determined according to equation F2.4, ie F2.5
  • the integrated yaw rate can be permanently set to one of the reference yaw rates or replaced by the signals formed.
  • the reference yaw rates no longer correspond to the actual yaw rate, so that the free or direct integration of the yaw acceleration according to Fl.l
  • the integrated yaw rate signal continuously moves away from the actual yaw rate signal if the forces and lever arms are not exactly known and / or if external forces and / or moments act on the vehicle (e.g. due to cross winds).
  • a correction of the integrated signal in the driving dynamics nonlinear range is provided.
  • a correction factor is determined which can not only assume the values 0 or 1, but also any intermediate values.
  • the procedure for the correction works as follows: The steering angle reference yaw rate according to the relationship
  • the actual yaw angular velocity or yaw rate of the vehicle leads the transverse acceleration reference yaw rate in the transition from the stable to the unstable driving state. Under these conditions, the actual yaw rate is greater than the lateral acceleration reference yaw rate. At the same time, in most cases the actual yaw rate has not yet reached the driver's specified course, otherwise the driver would have steered back and finished building up the yaw rate. The actual yaw rate is therefore very likely to be within the band ⁇ , ref 2 ⁇ k,
  • the correction step size is
  • the step size is small compared to the present deviation to about the averaging effect of many small individual corrections to achieve an overall more accurate correction.
  • the stable driving range can be used to correct directly to a reference yaw rate also in small increments in each calculation cycle.
  • This driving range is recognized by the distance between the reference yaw rates, by their gradients, by the current torques, as well as by average moments.
  • the coefficient of friction and vehicle speed are also used. All of these quantities are used separately or in combination to determine the correction step sizes or to decide not to carry out the correction in this calculation cycle.
  • the correction step size is also proportional to the distance between the integrated yaw rate and the reference yaw rate.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Mathematical Physics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé pour réguler le couple de lacet d'un véhicule, formé par comparaison d'une vitesse angulaire de lacet réelle et d'une vitesse angulaire de lacet prescrite, et éventuellement d'autres grandeurs. L'invention vise à permettre de réguler la tenue de route du véhicule sans détecteur de vitesse angulaire de lacet. A cet effet, les forces réelles appliquées sur le pneu et l'angle de braquage interviennent dans l'estimation de la vitesse angulaire de lacet réelle par intégration de l'accélération sur l'axe vertical.
PCT/EP2000/008799 1999-09-10 2000-09-08 Procede de regulation du couple de lacet WO2001019653A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19943500.6 1999-09-10
DE19943500 1999-09-10
DE10011779A DE10011779A1 (de) 1999-09-10 2000-03-10 Verfahren zur Regelung eines Giermoments
DE10011779.1 2000-03-10

Publications (1)

Publication Number Publication Date
WO2001019653A1 true WO2001019653A1 (fr) 2001-03-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2000/008799 WO2001019653A1 (fr) 1999-09-10 2000-09-08 Procede de regulation du couple de lacet

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WO (1) WO2001019653A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003002392A1 (fr) * 2001-06-28 2003-01-09 Continental Teves Ag & Co. Ohg Procede permettant de modifier le systeme de regulation de la stabilite directionnelle d'un vehicule
FR2830825A1 (fr) * 2001-10-17 2003-04-18 Michelin Soc Tech Actions sur la trajectoire d'un vehicule a partir de la mesure des efforts transversaux, en tenant compte des transferts de charge de part et d'autre du plan median de symetrie du vehicule
EP1285833A3 (fr) * 2001-08-22 2003-09-24 Delphi Technologies, Inc. Procédé et dispositif avec une commande à action directe pour contrôle intégré de frein et de virage d'un véhicule automobile
WO2003082644A1 (fr) * 2002-03-28 2003-10-09 Pirelli Pneumatici S.P.A. Procede et systeme de surveillance d'un pneu pendant la marche d'un vehicule
US6859713B2 (en) 2001-10-17 2005-02-22 Michelin Recherche Et Technique Method and system for regulating a stability control system of a vehicle
FR2884212A1 (fr) * 2005-04-06 2006-10-13 Renault Sas Procede de calcul de la duree minimale de recuperation d'un vehicule en perte de controle et vehicule automobile utilisant un tel procede
FR2899173A1 (fr) * 2006-03-30 2007-10-05 Renault Sas Systeme pour controler le declenchement des organes de protection des occupants avant l'impact lateral d'un vehicule

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624795A1 (de) * 1996-06-21 1998-01-02 Teves Gmbh Alfred Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs mit Reifensensoren
DE19744725A1 (de) * 1997-10-10 1999-04-15 Itt Mfg Enterprises Inc Verfahren zum Bestimmen von Zustandsgrößen eines Kraftfahrzeuges
DE19854633A1 (de) * 1997-11-27 1999-06-17 Honda Motor Co Ltd Verfahren und Vorrichtung zum Berechnen eines Fahrzeugschräglaufwinkels
EP0958978A2 (fr) * 1998-05-18 1999-11-24 General Motors Corporation Procédé de contrÔle de lacet pour véhicule
EP0980804A2 (fr) * 1998-08-17 2000-02-23 General Motors Corporation Méthode de commande de la vitesse de lacet

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19624795A1 (de) * 1996-06-21 1998-01-02 Teves Gmbh Alfred Verfahren zur Regelung des Fahrverhaltens eines Fahrzeugs mit Reifensensoren
DE19744725A1 (de) * 1997-10-10 1999-04-15 Itt Mfg Enterprises Inc Verfahren zum Bestimmen von Zustandsgrößen eines Kraftfahrzeuges
DE19854633A1 (de) * 1997-11-27 1999-06-17 Honda Motor Co Ltd Verfahren und Vorrichtung zum Berechnen eines Fahrzeugschräglaufwinkels
EP0958978A2 (fr) * 1998-05-18 1999-11-24 General Motors Corporation Procédé de contrÔle de lacet pour véhicule
EP0980804A2 (fr) * 1998-08-17 2000-02-23 General Motors Corporation Méthode de commande de la vitesse de lacet

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003002392A1 (fr) * 2001-06-28 2003-01-09 Continental Teves Ag & Co. Ohg Procede permettant de modifier le systeme de regulation de la stabilite directionnelle d'un vehicule
EP1285833A3 (fr) * 2001-08-22 2003-09-24 Delphi Technologies, Inc. Procédé et dispositif avec une commande à action directe pour contrôle intégré de frein et de virage d'un véhicule automobile
US6859713B2 (en) 2001-10-17 2005-02-22 Michelin Recherche Et Technique Method and system for regulating a stability control system of a vehicle
FR2830825A1 (fr) * 2001-10-17 2003-04-18 Michelin Soc Tech Actions sur la trajectoire d'un vehicule a partir de la mesure des efforts transversaux, en tenant compte des transferts de charge de part et d'autre du plan median de symetrie du vehicule
US7313952B2 (en) 2002-03-28 2008-01-01 Pirelli Pneumatici S.P.A. Method and system for monitoring instantaneous behavior of a tire in a rolling condition
JP2005523192A (ja) * 2002-03-28 2005-08-04 ピレリ・プネウマティチ・ソチエタ・ペル・アツィオーニ 車両の走行中にタイヤを監視する方法およびシステム
WO2003082644A1 (fr) * 2002-03-28 2003-10-09 Pirelli Pneumatici S.P.A. Procede et systeme de surveillance d'un pneu pendant la marche d'un vehicule
US7451024B2 (en) 2002-03-28 2008-11-11 Pirelli Pneumatici S.P.A. Tyre, wheel, method and system for monitoring the tyre, and method for controlling a vehicle
CN1649764B (zh) * 2002-03-28 2010-09-29 倍耐力轮胎公司 在车辆行驶中监测轮胎的方法和系统
US8019502B2 (en) 2002-03-28 2011-09-13 Pirelli Pneumatici S.P.A. Tyre and system for monitoring the tyre during the running of a vehicle
FR2884212A1 (fr) * 2005-04-06 2006-10-13 Renault Sas Procede de calcul de la duree minimale de recuperation d'un vehicule en perte de controle et vehicule automobile utilisant un tel procede
FR2899173A1 (fr) * 2006-03-30 2007-10-05 Renault Sas Systeme pour controler le declenchement des organes de protection des occupants avant l'impact lateral d'un vehicule
WO2007113404A1 (fr) * 2006-03-30 2007-10-11 Renault S.A.S Systeme pour controler le declenchement des organes de protection des occupants avant l'impact lateral d'un vehicule

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