WO2002053398A1 - System for operating a coupled anti-roll bar on a motor vehicle - Google Patents

System for operating a coupled anti-roll bar on a motor vehicle Download PDF

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Publication number
WO2002053398A1
WO2002053398A1 PCT/DE2001/004948 DE0104948W WO02053398A1 WO 2002053398 A1 WO2002053398 A1 WO 2002053398A1 DE 0104948 W DE0104948 W DE 0104948W WO 02053398 A1 WO02053398 A1 WO 02053398A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
clutch
roll
threshold value
motor vehicle
Prior art date
Application number
PCT/DE2001/004948
Other languages
German (de)
French (fr)
Inventor
Ian Faye
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2002053398A1 publication Critical patent/WO2002053398A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0556—Mounting means therefor adjustable including a releasable coupling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/62—Adjustable continuously, e.g. during driving
    • 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
    • B60G2400/0511—Roll 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
    • B60G2400/0521—Roll 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
    • B60G2400/10—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
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering 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
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/823—Obstacle sensing
    • 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
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/824—Travel path sensing; Track monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/14—Photo or light sensitive means, e.g. Infrared
    • B60G2401/142—Visual Display Camera, e.g. LCD
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/16—GPS track data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • 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
    • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
    • 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
    • B60G2600/182—Active control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling 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
    • B60G2800/24—Steering, cornering
    • B60G2800/242—Obstacle avoidance manoeuvre
    • 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
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9122—ARS - Anti-Roll System Control

Definitions

  • the invention relates to a system for actuating a coupled stabilizer in a motor vehicle with the features of the preamble of claim 1.
  • Cross stabilizers that can be separated by a clutch are known, for example, from DE 37 40 244 AI.
  • the clutch is activated depending, among other things, on the expected lateral acceleration, which is calculated from the steering angle and the vehicle speed.
  • GPS Global Positioning System
  • DE 197 22 947 Cl has no relation to an adjustable motor vehicle chassis, in particular an adjustable stabilizer.
  • Active roll stabilization in motor vehicles is also known, it being possible for an active stabilizer in the vehicle to be rotated driven by an electric motor. With this system, the lateral acceleration and the steering angle are measured in particular. Reference is made here, for example, to DE 198 46 275 AI.
  • ACC Adaptive Cruise Control
  • the invention is based on a system for actuating a coupled stabilizer in one
  • the essence of the invention is that means are provided by means of which the environment in front of the vehicle is detected and the clutch is actuated as a function of the detected environment.
  • the course of the road ahead of the vehicle and / or obstacles in front of the vehicle are recorded as the surroundings.
  • the present invention therefore proposes to include more a priori knowledge, that is to say more forward-looking knowledge, in the regulation of the stabilizer clutch by means of information about the roadway in front of the vehicle (curve information, obstacles) and thus more about imminent driving maneuvers.
  • the invention leads to a considerable reduction in the power of the electric motor. According to the invention, only an active clutch can even be provided instead of a fully rotatable stabilizer.
  • first means for optically detecting the surroundings in front of the motor vehicle are provided. The detection of the course of the road and / or obstacles is dependent on the output signals of the first means.
  • second means for satellite-based detection of the position of the motor vehicle can be provided. If the position information obtained in this way is linked to a stored road map, the roadway ahead of the vehicle is obtained.
  • third means can be provided for detecting a transverse movement variable representing the transverse movement of the motor vehicle, such as the steering angle and / or the transverse acceleration.
  • a transverse movement variable representing the transverse movement of the motor vehicle, such as the steering angle and / or the transverse acceleration.
  • the course of the lane is also determined depending on the size of the transverse movement.
  • the mentioned transverse movement size is also included in the clutch control.
  • the clutch is then closed when the roll size exceeds the threshold.
  • the clutch opens when the roll size does not exceed the threshold.
  • the clutch is closed when the roll size exceeds a first threshold value and the transverse movement quantity exceeds a second threshold value.
  • the clutch is opened when the roll size does not exceed the first threshold value and the transverse movement size does not exceed the second threshold value.
  • FIG. 1 shows schematically the clutch control using a block diagram.
  • FIG. 2 shows the clutch control using a flow chart. embodiment
  • FIG. 1 shows the two parts of a transverse stabilizer that can be separated by a clutch 12 with the reference symbols 13a and 13b.
  • the clutch 12 is controlled by the output signal K of the control means 11. As a result, the clutch 12 can be opened (stabilizer parts 13a and 13b are separated) or closed (stabilizer parts 13a and 13b are connected).
  • the control means 11 receive the following signals as input signals:
  • An implementation of this proposal is based on a vehicle that is equipped with a video recording 14 of the road position and possibly a navigation system 16 (based on GPS).
  • FIG. 1 A flow chart of the invention is shown by way of example in FIG.
  • the estimated roll behavior ⁇ * is compared with a threshold SW1.
  • the steering angle ⁇ is also compared with a threshold SW2.
  • the clutch 12 is closed in block 28 when the estimated roll size ⁇ * exceeds the first threshold SW1 and the steering angle ⁇ exceeds the second threshold SW2.
  • the clutch 12 is (or remains) open (block 29) when the estimated roll size. ⁇ * does not exceed the first threshold SW1 and the steering angle ⁇ the second threshold SW2.
  • a vehicle sways outwards around its longitudinal axis.
  • cornering is detected on the basis of the measured steering angle and / or lateral acceleration, and the motor is activated so that the vehicle is straightened up again if the vehicle has already swayed through cornering.
  • the present invention provides for the stabilizer 13a, 13b to be separated by a clutch 12 when driving straight ahead.
  • the wheels on the left and right run independently of each other.
  • the distance from the vehicle to the curve, the degree of curvature of the curve and / or the distance to an obstacle is determined by the video street recognition 14 and possibly by the navigation system 16.
  • the clutch 12 is closed in good time before a curve or in good time before an evasive maneuver before an obstacle, and a connection is again created between left and right wheels.
  • the vehicle sways less in the curve and therefore drives safely through the curve.
  • clutch 12 is opened again and the wheels are separated again.
  • This steering angle limit Sw2 can also be dynamically determined or updated from the video curve calculation, if necessary, navigation information.
  • the vehicle should only drive straight ahead and the limit values Sw2 for the steering signal ⁇ are raised accordingly.
  • the limit values SW2 are set.
  • the clutch 12 is closed. With the GPS navigation system, an inclined road surface (inclination around the longitudinal axis of the street) can also be recognized and thus compensated.
  • the coupled stabilizer according to the invention can also be used for the front axle and for the rear axle of a vehicle.

Abstract

The invention relates to a system for operating a coupled anti-roll bar on a motor vehicle, whereby the anti-roll bar may be released by means of a coupling. The invention is characterised in that means are provided which determine the environment in front of the vehicle and the operation of the coupling occurs dependent upon the determined environment. The roadway in front of the vehicle and/or obstacles in front of the vehicle are, in particular, determined as environment.

Description

System zur Betätigung eines gekuppelten Querstabilisators bei einem KraftfahrzeugSystem for actuating a coupled anti-roll bar in a motor vehicle
Stand der TechnikState of the art
Die Erfindung betrifft ein System zur Betätigung eines gekuppelten Stabilisators bei einem Kraftfahrzeug mit den Merkmalen des Oberbegriffs des Anspruchs 1.The invention relates to a system for actuating a coupled stabilizer in a motor vehicle with the features of the preamble of claim 1.
Bei konventionell ausgelegten Fahrwerken von Kraftfahrzeugen ist es üblich, zur Minderung von Wankbewegungen die Räder beziehungsweise Radaufhängung auf einer Seite je Achse mit den Rädern beziehungsweise Radaufhängung der anderen Seite durch sogenannte Stabilisatoren beziehungsweise Querstabilisatoren zu verbinden.In the case of conventionally designed undercarriages of motor vehicles, in order to reduce roll movements, it is customary to connect the wheels or wheel suspension on one side per axle to the wheels or wheel suspension on the other side by means of so-called stabilizers or transverse stabilizers.
Querstabilisatoren, die durch eine Kupplung trennbar sind, sind bspw. bekannt aus der DE 37 40 244 AI. Hier geschieht die Ansteuerung der Kupplung unter anderem abhängig von der erwarteten Querbeschleunigung, die aus dem Lenkwinkel und der Fahrzeuggeschwindigkeit berechnet wird.Cross stabilizers that can be separated by a clutch are known, for example, from DE 37 40 244 AI. Here, the clutch is activated depending, among other things, on the expected lateral acceleration, which is calculated from the steering angle and the vehicle speed.
Die Bestimmung des zukünftigen Kursverlaufs eines Kraftfahrzeugs an sich, insbesondere die Bestimmung der Straßenkrümmung, zeigt beispielsweise die DE 197 22 947 Cl. Hierzu wird der Lenkwinkel, die Fahrzeuggeschwindigkeit, ein Videosensorsignal und/oder ein landkartengestütztes GPS- (Naviga- tions-) Signal verwendet (GPS="Global Positioning System"). Die DE 197 22 947 Cl weist jedoch keinen Bezug zu einem verstellbaren Kraftfahrzeugfahrwerk, insbesondere einem verstellbaren Stabilisator, auf.DE 197 22 947 C1, for example, shows the determination of the future course of a motor vehicle itself, in particular the determination of the curvature of the road. To do this the steering angle, the vehicle speed, a video sensor signal and / or a map-based GPS (navigation) signal is used (GPS = "Global Positioning System"). However, DE 197 22 947 Cl has no relation to an adjustable motor vehicle chassis, in particular an adjustable stabilizer.
Weiterhin bekannt ist eine aktive Rollstabilisierung (Wankstabilisierung) bei Kraftfahrzeugen, wobei ein aktiver Stabilisator im Fahrzeug mit einem elektrischen Motor angetrieben verdreht werden kann. Bei diesem System wird besonders die Querbeschleunigung und der Lenkwinkel gemessen. Hier sei beispielhaft auf die DE 198 46 275 AI verwiesen.Active roll stabilization (roll stabilization) in motor vehicles is also known, it being possible for an active stabilizer in the vehicle to be rotated driven by an electric motor. With this system, the lateral acceleration and the steering angle are measured in particular. Reference is made here, for example, to DE 198 46 275 AI.
Darüber hinaus sind sogenannte ACC- (Adaptive Cruise Con- trol) Systeme bei Kraftfahrzeugen bekannt, die, bspw. mittels Radarreflexionen, die Fahrzeugumgebung, insbesondere vor dem Fahrzeug befindliche Fahrzeuge oder Hindernisse, erfassen.In addition, so-called ACC (Adaptive Cruise Control) systems in motor vehicles are known which, for example by means of radar reflections, detect the vehicle surroundings, in particular vehicles or obstacles located in front of the vehicle.
Vorteile der ErfindungAdvantages of the invention
Wie schon erwähnt geht die Erfindung aus von einem System zur Betätigung eines gekuppelten Stabilisators bei einemAs already mentioned, the invention is based on a system for actuating a coupled stabilizer in one
Kraftfahrzeug, bei dem der Stabilisator durch eine Kupplung trennbar ist.Motor vehicle in which the stabilizer can be separated by a clutch.
Der Kern der Erfindung besteht darin, dass Mittel vorgesehen sind, mittels der die vor dem Fahrzeug befindliche Umgebung erfasst wird und die Betätigung der Kupplung abhängig von der erfaßten Umgebung geschieht. Als Umgebung wird insbesondere der vor dem Fahrzeug liegende Fahrbahnverlauf und/oder vor dem Fahrzeug befindliche Hindernisse erfaßt. Die vorliegende Erfindung schlägt also vor, mehr a priori- Wissen, also mehr vorausschauendes Wissen, durch Informationen über die vor dem Fahrzeug liegende Fahrbahn (Kurveninformation, Hindernisse) und damit mehr wissen über unmittelbar bevorstehende Fahrmanöver in die Regelung der Stabilisatorkupplung mit einzubeziehen. Bei einer eingangs erwähnten aktiven Rollstabilisierung bzw. Wankstabilisierung führt die Erfindung zu einer erheblichen Reduktion der Leistung des Elektromotrs. Erfindungsgemäß kann sogar anstelle eines voll verdrehbaren Stabilisator nur eine aktive Kupplung vorgesehen sein.The essence of the invention is that means are provided by means of which the environment in front of the vehicle is detected and the clutch is actuated as a function of the detected environment. In particular, the course of the road ahead of the vehicle and / or obstacles in front of the vehicle are recorded as the surroundings. The present invention therefore proposes to include more a priori knowledge, that is to say more forward-looking knowledge, in the regulation of the stabilizer clutch by means of information about the roadway in front of the vehicle (curve information, obstacles) and thus more about imminent driving maneuvers. In the case of active roll stabilization or roll stabilization mentioned at the beginning, the invention leads to a considerable reduction in the power of the electric motor. According to the invention, only an active clutch can even be provided instead of a fully rotatable stabilizer.
In einer vorteilhaften Ausgestaltung der Erfindung sind erste Mittel zur optischen Erfassung der vor dem Kraftfahrzeug befindlichen Umgebung vorgesehen. Die Erfassung des Fahrbahnverlaufs und/oder von Hindernissen geschieht abhängig von den Ausgangssignalen der ersten Mittel.In an advantageous embodiment of the invention, first means for optically detecting the surroundings in front of the motor vehicle are provided. The detection of the course of the road and / or obstacles is dependent on the output signals of the first means.
Weiterhin können zweite Mittel zur satellitengestützten Erfassung der Position des Kraftfahrzeug vorgesehen sein. Verknüpft man die so erhaltene Positionsinformation mit einer gespeicherten Straßenkarte, so erhält man den vor dem Fahrzeug liegenden Fahrbahnverlauf.Furthermore, second means for satellite-based detection of the position of the motor vehicle can be provided. If the position information obtained in this way is linked to a stored road map, the roadway ahead of the vehicle is obtained.
Darüber hinaus können dritte Mittel zur Erfassung einer die Querbewegung des Kraftfahrzeugs repräsentierenden Querbewe- gungsgröße wie der Lenkwinkel und/oder die Querbeschleunigung vorgesehen sein. In diesem Fall geschieht die Erfassung des Fahrbahnverlaufs auch abhängig von der Querbewegungsgrö- ße.In addition, third means can be provided for detecting a transverse movement variable representing the transverse movement of the motor vehicle, such as the steering angle and / or the transverse acceleration. In this case, the course of the lane is also determined depending on the size of the transverse movement.
In einer besonders bevorzugten Ausführungsform der Erfindung ist vorgesehen, dass abhängig von der vor dem Fahrzeug befindlichen Umgebung, insbesondere abhängig vom Fahrbahnverlauf und/oder von Hindernissen, eine das unmittelbar bevor- stehende Wankverhalten des Kraftfahrzeugs repräsentierende Wankgröße gebildet wird. Die Kupplung geschieht dann abhängig von der Wankgröße.In a particularly preferred embodiment of the invention, it is provided that, depending on the environment in front of the vehicle, in particular depending on the course of the road and / or obstacles, one that is immediately standing roll behavior of the motor vehicle representing roll size is formed. The coupling then happens depending on the roll size.
In einer weitergehende Ausführungsform ist vorgesehen, dass neben der im letzten Absatz erwähnten Wankgröße auch die erwähnte Querbewegungsgröße in die Kupplungsansteuerung eingeht.In a further embodiment, it is provided that, in addition to the roll size mentioned in the last paragraph, the mentioned transverse movement size is also included in the clutch control.
Besonders vorteilhaft ist es, die Wankgröße mit einem Schwellenwert zu vergleichen. Die Kupplung wird dann geschlossen, wenn die Wankgröße den Schwellenwert übersteigt. Die Kupplung wird geöffnet, wenn die Wankgröße den Schwellenwert nicht übersteigt.It is particularly advantageous to compare the roll size with a threshold value. The clutch is then closed when the roll size exceeds the threshold. The clutch opens when the roll size does not exceed the threshold.
Geht neben der Wankgröße auch die Querbewegungsgröße in die Kupplungsansteuerung ein, so wird die Kupplung dann geschlossen wird, wenn die Wankgröße einen ersten Schwellenwert und die Querbewegungsgröße einen zweiten Schwellenwert übersteigt. Die Kupplung wird geöffnet, wenn die Wankgröße den ersten Schwellenwert und die Querbewegungsgröße den zweiten Schwellenwert nicht übersteigt.If, in addition to the roll size, the transverse movement quantity is also included in the clutch control, the clutch is closed when the roll size exceeds a first threshold value and the transverse movement quantity exceeds a second threshold value. The clutch is opened when the roll size does not exceed the first threshold value and the transverse movement size does not exceed the second threshold value.
Weitere vorteilhafte Ausgestaltungen sind den Unteransprüchen zu entnehmen.Further advantageous refinements can be found in the subclaims.
Zeichnungdrawing
Die Figur 1 stellt schematisch die Kupplungsansteuerung anhand eines Blockschaltbildes dar. Die Figur 2 zeigt die Ansteuerung des Kupplung anhand eines Ablaufdiagramms . AusführungsbeispielFIG. 1 shows schematically the clutch control using a block diagram. FIG. 2 shows the clutch control using a flow chart. embodiment
Anhand der im folgenden beschriebenen Ausführungsformen soll die Erfindung detailliert dargestellt werden.The invention is to be illustrated in detail on the basis of the embodiments described below.
Die Figur 1 zeigt mit den Bezugszeichen 13a und 13b die zwei Teile eines durch eine Kupplung 12 trennbaren Querstabilisators. Die Kupplung 12 wird dabei durch das Ausgangssignal K der Steuermittel 11 angesteuert. Hierdurch kann die Kupplung 12 geöffnet (Stabilisatorteile 13a und 13b sind getrennt) oder geschlossen (Stabilisatorteile 13a und 13b sind verbunden) werden.FIG. 1 shows the two parts of a transverse stabilizer that can be separated by a clutch 12 with the reference symbols 13a and 13b. The clutch 12 is controlled by the output signal K of the control means 11. As a result, the clutch 12 can be opened (stabilizer parts 13a and 13b are separated) or closed (stabilizer parts 13a and 13b are connected).
Als Eingangssignale erhalten die Steuermittel 11 folgende Signale :The control means 11 receive the following signals as input signals:
- Ein durch die Videoerfassung 14 erfaßtes Umgebungssignal S.An ambient signal S detected by the video acquisition 14
- Die durch den Querbeschleunigungssensor 15 erfaßte Querbeschleunigung des Fahrzeugs.- The lateral acceleration of the vehicle detected by the lateral acceleration sensor 15.
- Ein Umgebungssignal GPS, das durch Satellitensignale landkartengestützt den vor dem Fahrzeug liegenden Fahrbahnverlauf angibt.- An environmental signal GPS, which uses satellite signals to indicate the course of the road ahead in front of the vehicle.
- Die im Block 17 erfaßte Fahrzeuglängsgeschwindigkeit V.- The longitudinal vehicle speed V recorded in block 17.
- Der durch den Lenkwinkelsensor 18 erfaßte Lenkwinkel des Fahrzeugs .- The steering angle of the vehicle detected by the steering angle sensor 18.
Mit einer eingangs erwähnten aktiven Rollstabilisierung bzw. Wankstabilisierung wird versucht, den Kompromiß zwischen Komfort und Fahrstabilität entgegenzuwirken. Mit einem konventionellen Stabilisator werden rechte und linke Räder mit einem Federelement so verbunden, dass eine Verbesserung der Straßenlage erreicht wird und das Wanken während einer Kurvenfahrt des Fahrzeugs verringert wird. Dies führt durch die steife Verbindung allerdings zu einer Verschlechterung des Fahrkomforts. Mit einer aktiven Rollstabilisierung bzw. Wankstabilisierung ist es möglich, während einer Geradeausfahrt linke und rechte Räder unabhängig voneinander laufen zu lassen und erst während einer Kurvenfahrt anzuspannen. Durch den elektrischen Motor ist es auch möglich, ein bereits wankendes Fahrzeug begrenzt aufzurichten.With an active roll stabilization or roll stabilization mentioned at the beginning, an attempt is made to counter the compromise between comfort and driving stability. With a conventional stabilizer, right and left wheels are connected with a spring element in such a way that an improvement in the road holding is achieved and the swaying when the vehicle is cornering is reduced. However, this leads to a deterioration in driving comfort due to the rigid connection. With active roll stabilization or Roll stabilization makes it possible to let the left and right wheels run independently of one another when driving straight ahead and to tighten them only when cornering. The electric motor also makes it possible to erect a vehicle that is already swaying to a limited extent.
Im freilaufenden Zustand (z.B. während einer Geradeausfahrt) wird die durch das Fahrwerk geführte Bewegung des Rades trotzdem von der Massenträgheit des Elektromotors etwas beeinflußt.In the free running state (e.g. while driving straight ahead) the movement of the wheel guided by the chassis is nevertheless somewhat influenced by the inertia of the electric motor.
Mit der Verwendung einer Kupplung 12 anstelle von einem Elektromotor reduziert sich dementsprechend sowohl der Realisierungsaufwand als auch der Energiebedarf während des Betriebs. Um die Kupplung 12 rechtzeitig zu schließen, wird ausreichende Information über den zu erwartenden Kurvenverlauf oder mögliche Ausweichmanöver benötigt, die mit der Videoerfassung 14 der Fahrbahn und/oder einem GPS 16 gewonnen werden kann.By using a clutch 12 instead of an electric motor, both the implementation effort and the energy requirement during operation are reduced accordingly. In order to close the clutch 12 in good time, sufficient information about the expected course of the curve or possible evasive maneuvers is required, which can be obtained with the video recording 14 of the road and / or a GPS 16.
Damit kann eine elektromotorische Rollstabilisierung bzw. Wankstabilisierung bzgl. Bauraum und Gewicht stark reduziert werden.Electromotive roll stabilization or roll stabilization can be greatly reduced in terms of installation space and weight.
Eine Realisierung dieses Vorschlags geht von einem Fahrzeug aus, das mit einer Videoerfassung 14 der Straßenlage und möglicherweise einem Navigationssystem 16 (basierend auf GPS) ausgestattet ist.An implementation of this proposal is based on a vehicle that is equipped with a video recording 14 of the road position and possibly a navigation system 16 (based on GPS).
In der Figur 2 ist beispielhaft ein Ablaufdiagramm der Erfindung gezeigt.A flow chart of the invention is shown by way of example in FIG.
Nach dem Startschritt 21 werden in den Blöcken 22, 23, 24 und 25After start step 21, blocks 22, 23, 24 and 25
- der Lenkwinkel δ und/oder die Querbeschleunigung aq, - der Straßenverlauf durch die Videoerfassung,- the steering angle δ and / or the lateral acceleration aq, - the course of the road through the video capture,
- die GPS-Navigation und- GPS navigation and
- die Fahrzeuglängsgeschwindigkeit V erfasst .- Detects the longitudinal vehicle speed V.
Im Block 26 findet unter Benutzung dieser Eingangssignale eine modellbasierte Krümmungsanalyse statt. Dies bedeutet, dass die voraussichtliche Wirkung auf das Wankverhalten des Fahrzeugs ermittelt wird. Dies führt zu einem geschätztem Wankverhalten φ* .In block 26, a model-based curvature analysis takes place using these input signals. This means that the likely effect on the rolling behavior of the vehicle is determined. This leads to an estimated roll behavior φ *.
Im Block 27 wird das geschätzte Wankverhalten φ* mit einer Schwelle SW1.verglichen. Ebenso wird der Lenkwinkel δ mit einer Schwelle SW2 verglichen.In block 27, the estimated roll behavior φ * is compared with a threshold SW1. The steering angle δ is also compared with a threshold SW2.
Die Kupplung 12 wird im Block 28 dann geschlossen, wenn die geschätzte Wankgröße φ* die erste Schwelle SW1 und der Lenkwinkel δ die zweite Schwelle SW2 übersteigt.The clutch 12 is closed in block 28 when the estimated roll size φ * exceeds the first threshold SW1 and the steering angle δ exceeds the second threshold SW2.
Die Kupplung 12 wird (oder bleibt) geöffnet (Block 29) , wenn die geschätzte Wankgröße. φ* die erste Schwelle SW1 und der Lenkwinkel δ die zweite Schwelle SW2 nicht übersteigt.The clutch 12 is (or remains) open (block 29) when the estimated roll size. φ * does not exceed the first threshold SW1 and the steering angle δ the second threshold SW2.
Nach dem Endschritt 30 wird der in der Figur 2 gezeigte Ablauf erneut durchlaufen.After the final step 30, the sequence shown in FIG. 2 is run through again.
In der Kurve wankt ein Fahrzeug um seine Längsachse nach außen. Mit einer elektromotorischen Rollstabilisierung bzw. Wankstabilisierung wird anhand von gemessenen Lenkwinkel und/oder Querbeschleunigung eine Kurvenfahrt erkannt und der Motor so aktiviert, dass das Fahrzeug wieder aufgerichtet wird, falls das Fahrzeug bereits durch die Kurvenfahrt gewankt ist. Die vorliegende Erfindung sieht vor, den Stabilisator 13a, 13b bei Geradeausfahrt durch eine Kupplung 12 zu trennen. Dabei laufen die Räder links und rechts unabhängig voneinander. Durch die Videostraßenerkennung 14 und ggf. durch das Navigationssystem 16 wird der Abstand des Fahrzeugs zur- Kurve, der Krümmungsgrad der Kurve und/oder der Abstand zu einem Hindernis ermittelt.In the curve, a vehicle sways outwards around its longitudinal axis. With an electromotive roll stabilization or roll stabilization, cornering is detected on the basis of the measured steering angle and / or lateral acceleration, and the motor is activated so that the vehicle is straightened up again if the vehicle has already swayed through cornering. The present invention provides for the stabilizer 13a, 13b to be separated by a clutch 12 when driving straight ahead. The wheels on the left and right run independently of each other. The distance from the vehicle to the curve, the degree of curvature of the curve and / or the distance to an obstacle is determined by the video street recognition 14 and possibly by the navigation system 16.
Mit dieser Information wird die Kupplung 12 rechtzeitig vor einer Kurve oder vor rechtzeitig vor einem Ausweichmanöver vor einem Hindernis geschlossen und damit wieder eine Verbindung zwischen linken und rechten Räder geschaffen. Das Fahrzeug wankt weniger in der Kurve und fährt entsprechend sicher durch die Kurve. Sobald die Kurvenfahrt beendet ist beziehungsweise das Hindernis umfahren ist, wird die Kupplung 12 wieder geöffnet und die Räder wieder getrennt.With this information, the clutch 12 is closed in good time before a curve or in good time before an evasive maneuver before an obstacle, and a connection is again created between left and right wheels. The vehicle sways less in the curve and therefore drives safely through the curve. As soon as cornering has ended or the obstacle has been avoided, clutch 12 is opened again and the wheels are separated again.
Die Einfahrt in die Kurve beziehungsweise der Beginn eines Ausweichmanövers wird eindeutig erkannt bzw. bestätigt, sobald der Fahrer einen vorgegebenen Lenkwinkel-Grenzwert Sw2 überschreitet. Diese Lenkwinkelgrenze Sw2 kann auch aus der Videokurvenberechnung ggf. Navigationsinformation dynanmisch ermittelt bzw. aktualisiert werden. Bei einer Geradeausfahrt ohne Hindernisse wird davon ausgegangen, dass das Fahrzeug nur geradeaus fahren sollte und dementsprechend werden die Grenzwerte Sw2 für das Lenksignal δ hochgesetzt. Sobald eine Kurve oder ein Hindernis auf der Fahrbahn erfasst wird und je mehr sich das Fahrzeug der Kurve oder dem Hindernis nähert, desto kleiner werden die Grenzwerte SW2 gesetzt. Beim geringen Anstieg des Lenksignals (z.B. erste Lenkmanöver um die Kurve zu kompensieren ggf. Hindernis auszuweichen), wird die Kupplung 12 geschlossen. Mit dem GPS-Navigationssystem kann auch eine geneigte Fahrbahn (Neigung um die Längsachse der Straße) erkannt und damit kompensiert werden.The entry into the curve or the start of an evasive maneuver is clearly recognized or confirmed as soon as the driver exceeds a predetermined steering angle limit value Sw2. This steering angle limit Sw2 can also be dynamically determined or updated from the video curve calculation, if necessary, navigation information. When driving straight ahead without obstacles, it is assumed that the vehicle should only drive straight ahead and the limit values Sw2 for the steering signal δ are raised accordingly. As soon as a curve or an obstacle is detected on the road and the closer the vehicle approaches the curve or the obstacle, the smaller the limit values SW2 are set. When the steering signal increases slightly (for example, first steering maneuvers to compensate for the curve or to avoid an obstacle), the clutch 12 is closed. With the GPS navigation system, an inclined road surface (inclination around the longitudinal axis of the street) can also be recognized and thus compensated.
Der erfindungsgemäße gekuppelte Stabilisator kann genauso für die Vorderachse und für Hinterachse eines Fahrzeuges verwendet werden. The coupled stabilizer according to the invention can also be used for the front axle and for the rear axle of a vehicle.

Claims

Ansprüche Expectations
1. System zur Betätigung eines gekuppelten Stabilisators (13a, 13b) bei einem Kraftfahrzeug, bei dem der Stabilisator (13a, 13b) durch eine Kupplung (12) trennbar ist, dadurch gekennzeichnet, dass Mittel (11, 14, 15, 16) vorgesehen sind, mittels der die vor dem Fahrzeug befindliche Umgebung erfasst wird und die Betätigung der Kupplung (12) abhängig von dem erfaßten Umgebung geschieht.1. System for actuating a coupled stabilizer (13a, 13b) in a motor vehicle, in which the stabilizer (13a, 13b) can be separated by a clutch (12), characterized in that means (11, 14, 15, 16) are provided are, by means of which the environment in front of the vehicle is detected and the actuation of the clutch (12) is dependent on the detected environment.
2. System nach Anspruch 1, dadurch gekennzeichnet, dass als Umgebung der vor dem Fahrzeug liegende Fahrbahnverlauf und/oder vor dem Fahrzeug befindliche Hindernisse erfaßt werden.2. System according to claim 1, characterized in that the roadway lying in front of the vehicle and / or obstacles located in front of the vehicle are detected as the environment.
3. System nach Anspruch 1, dadurch gekennzeichnet, dass erste Mittel (14) zur optischen Erfassung der vor dem Kraftfahrzeug befindlichen Umgebung vorgesehen sind und die Erfassung des Fahrbahnverlaufs und/oder von Hindernissen abhängig von den Ausgangssignalen der ersten Mittel (14) geschieht .3. System according to claim 1, characterized in that first means (14) are provided for the optical detection of the environment in front of the motor vehicle and the detection of the course of the road and / or of obstacles is dependent on the output signals of the first means (14).
4. System nach Anspruch 2 oder 3, dadurch gekennzeichnet, dass zweite Mittel (16) zur satellitengestützten Erfassung der Position des Kraftfahrzeug vorgesehen sind und die Erfassung des Fahrbahnverlaufs abhängig von den Ausgangssignalen der zweiten Mittel (16) geschieht. 4. System according to claim 2 or 3, characterized in that second means (16) are provided for satellite-based detection of the position of the motor vehicle and the detection of the course of the road is dependent on the output signals of the second means (16).
5. System nach Anspruch 1, 3 oder 4, dadurch gekennzeichnet, dass dritte Mittel (15 oder 18) zur Erfassung einer die Querbewegung des Kraftfahrzeugs repräsentierenden Querbewegungsgröße (aq und/oder δ) vorgesehen sind und die Erfassung des Fahrbahnverlaufs abhangig von der Querbewegungsgröße (aq und/oder δ) geschieht.5. System according to claim 1, 3 or 4, characterized in that third means (15 or 18) for detecting a transverse movement quantity representing the transverse movement of the motor vehicle (aq and / or δ) are provided and the detection of the course of the road as a function of the transverse movement quantity ( aq and / or δ) happens.
6. System nach Anspruch 1, 3 oder 4, dadurch gekennzeichnet, dass abhangig von dem vor dem Fahrzeug befindlichen Umgebung, insbesondere abhangig vom Fahrbahnverlauf und/oder von Hindernissen, eine das unmittelbar bevorstehende Wankverhalten des Kraftfahrzeugs repräsentierende Wankgröße (φ*) gebildet wird und die Betätigung der Kupplung (12) abhangig von der Wankgroße (φ*) geschieht.6. System according to claim 1, 3 or 4, characterized in that depending on the environment in front of the vehicle, in particular depending on the course of the road and / or obstacles, a roll size representing the imminent roll behavior of the motor vehicle (φ *) is formed and the clutch (12) is actuated depending on the roll size (φ *).
7. System nach Anspruch 1 und 5, dadurch gekennzeichnet, dass abhangig von dem vor dem Fahrzeug befindlichen Umgebung, insbesondere abhangig vom Fahrbahnverlauf und/oder von Hindernissen, eine das unmittelbar bevorstehende Wankverhalten des Kraftfahrzeugs repräsentierende Wankgroße (φ*) gebildet wird und die Betätigung der Kupplung (12) abhangig von der Wankgroße (φ*) und der Querbewegungsgröße (aq und/oder δ) geschieht.7. System according to claim 1 and 5, characterized in that depending on the environment in front of the vehicle, in particular depending on the course of the road and / or obstacles, a roll size (φ *) representing the imminent roll behavior of the motor vehicle is formed and the actuation the coupling (12) depends on the roll size (φ *) and the transverse movement size (aq and / or δ).
8. System nach Anspruch 6, dadurch gekennzeichnet, dass die Wankgroße (φ*) mit einem Schwellenwert (SW1) verglichen wird und8. System according to claim 6, characterized in that the roll size (φ *) is compared with a threshold value (SW1) and
- die Kupplung (12) dann geschlossen wird, wenn die Wankgroße (φ*) den Schwellenwert (SW1) übersteigt und- The clutch (12) is closed when the roll size (φ *) exceeds the threshold (SW1) and
- die Kupplung (12) dann geöffnet wird, wenn die Wankgroße- The clutch (12) is then opened when the roll size
(φ*) den Schwellenwert (SW1) nicht übersteigt.(φ *) does not exceed the threshold (SW1).
9. System nach Anspruch 7, dadurch gekennzeichnet, dass die Wankgroße (φ*) mit einem ersten Schwellenwert (SWl) und die Querbewegungsgröße (aq und/oder δ) mit einem zweiten Schwellenwert (SW2) verglichen wird und9. System according to claim 7, characterized in that the roll size (φ *) with a first threshold value (SWl) and the Transverse movement quantity (aq and / or δ) is compared with a second threshold value (SW2) and
- die Kupplung (12) dann geschlossen wird, wenn die Wankgröße (φ*) den ersten Schwellenwert (SWl) und die Querbewegungsgröße (aq und/oder δ) den zweiten Schwellenwert (SW2) übersteigt und- The clutch (12) is closed when the roll size (φ *) exceeds the first threshold value (SWl) and the transverse movement amount (aq and / or δ) the second threshold value (SW2) and
- die Kupplung (12) dann geöffnet wird, wenn die Wankgröße- The clutch (12) is then opened when the roll size
(φ*) den ersten Schwellenwert (SWl) und die Querbewegungsgröße (aq und/oder δ) den zweiten Schwellenwert (SW2) nicht übersteigt, wobei insbesondere vorgesehen ist, dass der Abstand des Fahrzeugs zur Kurve und/oder der Abstand des Fahrzeugs zu einem Hindernis ermittelt wird und der zweite Schwellenwert abhängig von dem ermittelten Abstand verändert wird.(φ *) does not exceed the first threshold value (SWl) and the transverse movement quantity (aq and / or δ) the second threshold value (SW2), it being provided in particular that the distance from the vehicle to the curve and / or the distance from the vehicle to one Obstacle is determined and the second threshold value is changed depending on the determined distance.
10. System nach Anspruch 1, dadurch gekennzeichnet, dass es sich bei dem Stabilisator um eine Querstabilisator handelt. 10. System according to claim 1, characterized in that the stabilizer is a transverse stabilizer.
PCT/DE2001/004948 2000-12-30 2001-12-29 System for operating a coupled anti-roll bar on a motor vehicle WO2002053398A1 (en)

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EP1568521A3 (en) * 2004-02-26 2006-03-22 Aisin Seiki Kabushiki Kaisha Stabilizer control apparatus
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