WO2002103366A1 - Method for determining vehicle velocity - Google Patents

Method for determining vehicle velocity Download PDF

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Publication number
WO2002103366A1
WO2002103366A1 PCT/DE2002/002147 DE0202147W WO02103366A1 WO 2002103366 A1 WO2002103366 A1 WO 2002103366A1 DE 0202147 W DE0202147 W DE 0202147W WO 02103366 A1 WO02103366 A1 WO 02103366A1
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WO
WIPO (PCT)
Prior art keywords
value
vehicle
speed
determined
vector
Prior art date
Application number
PCT/DE2002/002147
Other languages
German (de)
French (fr)
Other versions
WO2002103366A8 (en
Inventor
Dietmar Arndt
Dirk Foerstner
Markus Lutz
Jasim Ahmed
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
Priority to EP02747213A priority Critical patent/EP1402274A1/en
Priority to US10/480,747 priority patent/US7164973B2/en
Priority to JP2003505631A priority patent/JP2005505753A/en
Publication of WO2002103366A1 publication Critical patent/WO2002103366A1/en
Publication of WO2002103366A8 publication Critical patent/WO2002103366A8/en

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Classifications

    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P13/00—Indicating or recording presence, absence, or direction, of movement
    • G01P13/02—Indicating direction only, e.g. by weather vane
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P7/00—Measuring speed by integrating acceleration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/52—Determining velocity
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • B60T2210/36—Global Positioning System [GPS]
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed

Definitions

  • the invention is based on a method for determining a vector vehicle speed according to the type of the independent patent claim.
  • the inventive method for determining a vector vehicle speed with the features of the independent claim has the advantage that the inertial sensors are supplemented by a locating device, so that a second value for the vector speed of the vehicle is thus determined by comparing the value that was determined by means of the inertial sensors and the value, which was determined by means of the locating device, to form an average value which represents a better estimate for the vectorial vehicle speed.
  • This also means that there is no need for targeted braking to determine the vehicle speed, so that such control interventions are no longer necessary. This then leads to an overall reduction in the braking distance.
  • Another advantage is that the vehicle dynamics control can be improved by means of ESP by means of the improved vector vehicle speed.
  • the location device is a GPS (Global Positioning System), which enables a very precise location determination and thus also a very precise speed determination.
  • the speed can be determined using the Doppler effect of the carrier signals or from the carrier phases. This then results in a speed vector, because both the amount and the direction as components of the Velocity vectors can thus be determined. This can be improved by using two or three antennas, so that the orientation in the surface or in space can be determined.
  • a vehicle dynamics control such as the ESP is improved since a maximum number of sensor information is made available to the vehicle dynamics control.
  • the weighting of the speed values which were determined by means of the locating device and the inertial sensors, depends on how many satellites the locating device can receive as a satellite-based system at the time of measurement, how many antennas are used and which speed is determined by the inertial sensors Slip the tires. Averaging the vector vehicle speed as accurately as possible is then possible by averaging.
  • a device for carrying out the method according to the invention which has a sensor platform with a location device, wherein either two or three antennas are used when using a GPS system.
  • FIG. 1 shows a block diagram of the method according to the invention
  • FIG. 2 shows a block diagram of a vehicle bus system
  • FIG. 3 shows a block diagram of a kinematic sensor platform with a locating device. description
  • ABS anti-lock braking system
  • TCS traction control system
  • ASR anti-slip control
  • ESP used.
  • the sensors that such systems access are essentially yaw rate sensors, lateral acceleration sensors, wheel speed, brake pressure and steering angle sensors. These sensors are used to determine the driver's wishes with regard to the direction and the acceleration / braking, and on the other hand to determine the state of motion of the vehicle on this basis.
  • the vehicle speed, the yaw rate and the float angle of the vehicle are very important parameters for correct control of the vehicle condition.
  • Control devices can now have an intelligent sensor platform, such a sensor platform being an integration of inertial sensors, that is to say linear acceleration and rotation rate sensors.
  • the aim is now to estimate the driving condition based on the model.
  • such an intelligent sensor platform is now supplemented by a locating device which is designed in such a way that an improved estimate of the vector vehicle speed is possible. This improves the effect of a vehicle dynamics control such as ESP.
  • FIG. 2 shows a block diagram of how different systems in a vehicle are connected to one another via a bus.
  • a vehicle bus 19 for example a CA bus, connects a control unit that, among other things, consists of a Bus controller 18, a processor 17 and a sensor platform 16, with one
  • Headlight range control 28 and an ESP system 30 each have a bus controller 27 and 29 in order to enable communication via the bus 19.
  • the sensor platform 16 is connected via a data input to the processor 17, which processes the sensor data and corresponding data such as one
  • Vehicle speed estimation is then transmitted by means of the bus controller 18 to the headlight range control 28 or the driving dynamics control 30.
  • FIG. 3 shows the structure of the sensor platform 16 which is connected to the processor 17.
  • the first GPS receiver has an antenna 20 and a receiving device 21, which are connected to a first data input of the processor 17.
  • a group of inertial sensors 26 with downstream measurement amplification and digitization is connected to a fourth data input of the processor 17.
  • the GPS receivers 21, 23 and 24 are connected by lines to synchronize them with each other.
  • the antennas 20, 22 and 25 are connected to a receiving device which can evaluate the different signals together.
  • the signals from the antennas 20, 22 and 25 are then interrogated successively by the single receiving device.
  • the processor 17 determines a different value for the vector speed from the GPS data and the sensor data from the inertial sensors 26. By comparing these two values, an average or mean value is then formed in order to determine the best possible estimate for the vector vehicle speed. This value is then transmitted to the vehicle dynamics control 30.
  • the float angle that is used for the headlight range control 28 can also be determined from the vector vehicle speed.
  • FIG. 1 The block diagram shown in FIG. 1 describes the method according to the invention.
  • ESP sensors sense, that is, the inertial sensors 26
  • An ESP estimator 2 uses this to determine a first value for the speed 3 and a corresponding weighting for this speed value 4.
  • the speed value 3 is determined from the accelerations that occur, that is to say primarily by integrating the determined acceleration values.
  • the weighting 4 is determined from properties of the vehicle, such as the slip values of the tires.
  • the speed value 3 is then multiplied by the weighting 4 in block 5.
  • GPS sensors 6, as shown in FIG. 3, determine the exact location of the vehicle for each point in time. The vectorial velocity can thus be determined over time.
  • the weighting values 4 and 8 are added together.
  • the weighted speed values are added in block 12, and this added value is then divided in block 13 by the total of the weights from block 11 in order to determine an average value in block 14.
  • This average value is then transmitted via the bus 19 to a driving dynamics control 15, here the ESP.
  • the weighting 8 is transmitted to the driving dynamics control 15 as a further value.
  • the weightings provide information about the quality of the measured variables. If, for example, the GPS provides very reliable information about the driving speed, the corresponding weighting is very high.
  • a weighted mean value for the speed estimate with respect to magnitude and direction, that is to say vectorially, is then then available.
  • the speed value 9 is now of a correspondingly good quality, that is to say of a high weight, which is determined by the driving dynamics controller 15, it is not necessary to actively brake a wheel by the ESP controller 15 in order to determine the driving speed.
  • a major difficulty is that the vehicle speed is calculated in a fixed coordinate system using GPS.
  • the speed variables are in a coordinate system that is fixed to the vehicle.
  • the vehicle speeds in the lateral, transverse and vertical directions are referred to as VX, VY and VZ.
  • a transformation between the two systems that is to say between the coordinate system fixed to the environment and the vehicle, can be carried out if the orientation of the vehicle in the environmental fixed system is known. If two GPS antennas are applied along the longitudinal axis of the vehicle, the position of the corresponding connecting line a in the plane can be determined.
  • the vector a is determined in coordinates that are fixed in the environment. This line is rigidly connected to the vehicle and is therefore used as a reference line for coordinate transformation. This is done by forming the projection of the SD speed vector V onto the connection vector a, whereby the speed V x is obtained along the longitudinal axis of the vehicle:
  • V y is in any case perpendicular to the vehicle's longitudinal axis. If two GPS antennas are used, the position of the vehicle about the vehicle's longitudinal axis, for example the roll angle, is missing. This missing information can be provided with three existing GPS antennas. In this case, the speed in V y and V z could also be calculated. With only two antennas along the longitudinal axis of the vehicle, an assumption must be made in order to be able to calculate V y . This consists in the fact that the road does not drop towards an edge, i.e. it has no inclination. Thus V y is perpendicular to the perpendicular. Consequently, V y is obtained by equating the z component of V across with zero.

Abstract

The invention relates to a method for determining vehicle velocity that is used to estimate an additional value for the vehicle speed by means of a positioning system and to compare said value with a first value that was estimated by means of inertial sensors and averaging said value. The invention thereby provides an improved method for estimating vehicle velocity.

Description

Verfahren zur Bestimmung einer vektoriellen FahrZeuggeschwindigkeitMethod for determining a vector vehicle speed
Stand der TechnikState of the art
Die Erfindung geht aus von einem Verfahren zur Bestimmung einer vektoriellen Fahrzeuggeschwindigkeit nach der Gattung des unabhängigen Patentanspruchs .The invention is based on a method for determining a vector vehicle speed according to the type of the independent patent claim.
Es ist bereits aus der nicht vorveröffentlichten deutschen Patentanmeldung DE 10049905 bekannt, in einem Steuergerät eine kinematische Sensorplattform einzusetzen, wobei die kinematische Sensorplattform Inertialsensoren wie Beschleunigungssensoren und Drehratensensoren umfasst. Dadurch kann ein Wert für die vektorielleIt is already known from the unpublished German patent application DE 10049905 to use a kinematic sensor platform in a control unit, the kinematic sensor platform comprising inertial sensors such as acceleration sensors and rotation rate sensors. This allows a value for the vectorial
FahrZeuggeschwindigkeit bestimmt werden. Dieser Wert kann einer Fahrdynamikregelung {ESP = Elektronisches Stabilitätsprogramm) zugeführt werden, so dass ein ESP entsprechend der Sensorwerte die Fahrdynamik regelt . Ausgehend von diesem Stand der Technik ergibt sich daher die Aufgabe, die Bestimmung der vektoriellen Fahrzeuggeschwindigkeit zu verbessern. Vorteile der ErfindungVehicle speed can be determined. This value can be fed to a vehicle dynamics control (ESP = electronic stability program) so that an ESP regulates the vehicle dynamics according to the sensor values. Proceeding from this prior art, there is therefore the task of improving the determination of the vector vehicle speed. Advantages of the invention
Das erfindungsgemäße Verfahren zur Bestimmung einer vektoriellen Fahrzeuggeschwindigkeit mit den Merkmalen des unabhängigen Patentanspruchs hat demgegenüber der Vorteil, dass die Inertialsensoren um eine Ortungsvorrichtung ergänzt werden, so dass damit ein zweiter Wert für die vektorielle Fa rzeuggeschwindidgkeit bestimmt wird, um mittels eines Vergleichs des Werts, der mittels der Inertialsensoren ermittelt wurde, und des Werts, der mittels der Ortungsvorrichtung bestimmt wurde, einen Durchschnittswert zu bilden, der eine bessere Schätzung für die vektorielle Fahrzeuggeschwindigkeit darstellt. Damit kann auch ein gezieltes Unterbremsen zur Ermittlung der Fahrzeuggeschwindigkeit entfallen, so dass solche Reglereingriffe nicht mehr notwendig sind. Dies führt dann insgesamt zu einer Verkürzung des Bremswegs . Ein weiterer Vorteil ist, dass mittels der verbesserten vektoriellen Fahrzeuggeschwindigkeit die Fahrdynamikregelung durch ESP verbessert werden kann.The inventive method for determining a vector vehicle speed with the features of the independent claim has the advantage that the inertial sensors are supplemented by a locating device, so that a second value for the vector speed of the vehicle is thus determined by comparing the value that was determined by means of the inertial sensors and the value, which was determined by means of the locating device, to form an average value which represents a better estimate for the vectorial vehicle speed. This also means that there is no need for targeted braking to determine the vehicle speed, so that such control interventions are no longer necessary. This then leads to an overall reduction in the braking distance. Another advantage is that the vehicle dynamics control can be improved by means of ESP by means of the improved vector vehicle speed.
Durch die in den abhängigen Ansprüchen aufgeführten Maßnahmen und Weiterbildungen sind vorteilhafte Verbesserungen des im unabhängigen Patentanspruch angegebenen Verfahrens zur Bestimmung einer vektoriellen Fahrzeuggeschwindigkeit möglich.The measures and further developments listed in the dependent claims permit advantageous improvements of the method for determining a vector vehicle speed specified in the independent patent claim.
Besonders vorteilhaft ist, dass die Ortungsvorrichtung ein GPS (Global Positioning System) ist, das eine sehr genaue Ortsbestimmung und damit auch eine sehr genaue Geschwindigkeitsbestimmung ermöglicht. Die Geschwindigkeitsbestimmung kann mit dem Dopplereffekt der Trägersignale oder aus den Trägerphasen bestimmt werden. Damit liegt dann ein Geschwindigkeitsvektor vor, denn sowohl der Betrag als auch die Richtung als Komponenten des Geschwindigkeitsvektors sind damit bestimmbar. Dies kann dadurch verbessert werden, dass zwei oder drei Antennen verwendet werden, so dass die Orientierung in der Fläche oder im Raum bestimmbar wird.It is particularly advantageous that the location device is a GPS (Global Positioning System), which enables a very precise location determination and thus also a very precise speed determination. The speed can be determined using the Doppler effect of the carrier signals or from the carrier phases. This then results in a speed vector, because both the amount and the direction as components of the Velocity vectors can thus be determined. This can be improved by using two or three antennas, so that the orientation in the surface or in space can be determined.
Darüber hinaus wird eine Fahrdynamikregelung wie das ESP damit verbessert, da eine maximale Anzahl an Sensorinformationen der Fahrdynamikregelung zur Verfügung gestellt wird. Die Gewichtung der Geschwindigkeitswerte, die mittels der OrtungsVorrichtung und der Inertialsensoren bestimmt wurden, hängt davon ab, wieviele Satelliten die Ortungs orrichtung als satellitenbasiertes System zu dem Meßzeitpunkt empfangen kann, wieviele Antennen verwendet werden und bei der Geschwindigkeit, die durch die Inertialsensoren bestimmt wird, welchen Schlupf die Reifen aufweisen. Durch eine Mittelwertbildung ist dann eine möglichst genaue Schätzung der vektoriellen Fahrzeuggeschwindigkeit möglich.In addition, a vehicle dynamics control such as the ESP is improved since a maximum number of sensor information is made available to the vehicle dynamics control. The weighting of the speed values, which were determined by means of the locating device and the inertial sensors, depends on how many satellites the locating device can receive as a satellite-based system at the time of measurement, how many antennas are used and which speed is determined by the inertial sensors Slip the tires. Averaging the vector vehicle speed as accurately as possible is then possible by averaging.
Darüber hinaus ist es von Vorteil, dass eine Vorrichtung zur Durchführung des erfindungsgemäßen Verfahrens vorliegt, die eine Sensorplattform mit einer Ortungs orrichtung aufweist, wobei entweder zwei oder drei Antennen bei Verwendung eines GPS-Systems verwendet werden.In addition, it is advantageous that there is a device for carrying out the method according to the invention, which has a sensor platform with a location device, wherein either two or three antennas are used when using a GPS system.
Zeichnungdrawing
Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und werden in der nachfolgenden Beschreibung näher erläutert . Es zeigt Figur 1 ein Blockschaltbild des erfindungsgemäßen Verfahren, Figur 2 ein Blockschaltbild eines Fahrzeugbussystems und Figur 3 ein Blockschaltbild einer kinematischen Sensorplattform mit Ortungsvorrichtung. BeschreibungExemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. 1 shows a block diagram of the method according to the invention, FIG. 2 shows a block diagram of a vehicle bus system, and FIG. 3 shows a block diagram of a kinematic sensor platform with a locating device. description
Seit längerer Zeit arbeiten die Zulieferfirmen von Fahrzeugherstellern intensiv an Fahrzeugsystemen, welche die Fahrzeugzustände in fahrdynamischen Grenzsituationen stabilisieren sollen. Dabei werden ABS (Antiblockiersystem) , TCS (Traction Control System oder auchSuppliers of vehicle manufacturers have been working intensively on vehicle systems for a long time, which are intended to stabilize vehicle conditions in dynamic driving situations. ABS (anti-lock braking system), TCS (traction control system or also
ASR=Antischlupfregelung) und ESP eingesetzt. Die Sensorik, auf die solche Systeme zugreifen sind im Wesentlichen Gierratensensoren, Querbeschleunigungssensoren, Raddrehzahlen-, Bremsdruck- und Lenkwinkelsensoren. Mittels dieser Sensoren wird einerseits der Fahrerwunsch bezüglich der Richtung und der Beschleunigung/Bremsung ermittelt und andererseits wird auf dieser Basis der Bewegungszustand des Fahrzeugs bestimmt . Ganz wesentliche Größen für eine korrekte Regelung des Fahrzeugzustandes sind die Fahrzeuggeschwindigkeit, die Gierrate und der Schwimmwinkel des Fahrzeugs .ASR = anti-slip control) and ESP used. The sensors that such systems access are essentially yaw rate sensors, lateral acceleration sensors, wheel speed, brake pressure and steering angle sensors. These sensors are used to determine the driver's wishes with regard to the direction and the acceleration / braking, and on the other hand to determine the state of motion of the vehicle on this basis. The vehicle speed, the yaw rate and the float angle of the vehicle are very important parameters for correct control of the vehicle condition.
Steuergeräte können nun eine intelligente Sensorplattform aufweisen, wobei solch eine Sensorplattform eine Integration von Inertialsensoren, das sind Linearbeschieunigungs- und Drehratensensoren, darstellt. Ziel ist es nun, den Fahrzustand modellgestützt zu schätzen.Control devices can now have an intelligent sensor platform, such a sensor platform being an integration of inertial sensors, that is to say linear acceleration and rotation rate sensors. The aim is now to estimate the driving condition based on the model.
Erfindungsgemäß wird nun eine solche intelligente Sensorplattform um eine Ortungsvorrichtung ergänzt, die so ausgebildet ist, dass eine verbesserte Schätzung der vektoriellen Fahrzeuggeschwindigkeit möglich ist. Dies verbessert die Wirkung einer Fahrdynamikregelung wie ESP.According to the invention, such an intelligent sensor platform is now supplemented by a locating device which is designed in such a way that an improved estimate of the vector vehicle speed is possible. This improves the effect of a vehicle dynamics control such as ESP.
Figur 2 zeigt als Blockschaltbild, wie verschiedene Systeme in einem Fahrzeug über einen Bus miteinander verbunden sind. Ein Fahrzeugbus 19, beispielsweise ein CA -Bus, verbindet hier ein Steuergerät, das unter anderem aus einem Buscontroller 18, einem Prozessor 17 und einer Sensorplattform 16 besteht, mit einerFIG. 2 shows a block diagram of how different systems in a vehicle are connected to one another via a bus. A vehicle bus 19, for example a CA bus, connects a control unit that, among other things, consists of a Bus controller 18, a processor 17 and a sensor platform 16, with one
Leuchtweitenregulierung 28 und einem ESP-System 30. Sowohl die Leuchtweitenregulierung 28 als auch das ESP-System 30 weisen jeweils einen Buscontroller 27 und 29 auf, um die Kommunikation über den Bus 19 zu ermöglichen. Die Sensorplattform 16 ist über einen Dateneingang an den Prozessor 17 angeschlossen, der die Sensordaten verarbeitet und entsprechende Daten wie eineHeadlight range control 28 and an ESP system 30. Both the headlight range control 28 and the ESP system 30 each have a bus controller 27 and 29 in order to enable communication via the bus 19. The sensor platform 16 is connected via a data input to the processor 17, which processes the sensor data and corresponding data such as one
Fahrzeuggeschwindidgkeitsschätzung dann mittels des Buscontrollers 18 an die Leuchtweitenregulierung 28 bzw. die Fahrdynamikregelung 30 überträgt.Vehicle speed estimation is then transmitted by means of the bus controller 18 to the headlight range control 28 or the driving dynamics control 30.
Figur 3 zeigt den Aufbau der Sensorplattform 16, die an den Prozessor 17 angeschlossen ist . Auf der Sensorplattform 16 befinden sich drei GPS-Empfänger. Der erste GPS-Empfänger weist eine Antenne 20 und eine Empfangsvorrichtung 21 auf, die einen ersten Dateneingang des Prozessors 17 angeschlossen sind. Ein zweiter GPS-Empfänger, bestehend aus einer Antenne 22 und einer nachgeschalteten GPS- Empfangsvorrichtung 23 , ist an einen zweiten Dateneingang des Prozessors 17 angeschlossen. Ein dritter GPS-Empfänger, bestehend aus einer Antenne 25 und einer GPS- Empfangsvorrichtung 24, ist an einen dritten Dateneingang des Prozessors 17 angeschlossen. An einen vierten Dateneingang des Prozessors 17 ist eine Gruppe von Inertialsensoren 26 mit nachgeschalteter Meßverstärkung und Digitalisierung angeschlossen. Die GPS-Empfangsvorrichtungen 21, 23 und 24 sind durch Leitungen miteinander verbunden, um sie miteinander zu synchronisieren.FIG. 3 shows the structure of the sensor platform 16 which is connected to the processor 17. There are three GPS receivers on the sensor platform 16. The first GPS receiver has an antenna 20 and a receiving device 21, which are connected to a first data input of the processor 17. A second GPS receiver, consisting of an antenna 22 and a downstream GPS receiving device 23, is connected to a second data input of the processor 17. A third GPS receiver, consisting of an antenna 25 and a GPS receiving device 24, is connected to a third data input of the processor 17. A group of inertial sensors 26 with downstream measurement amplification and digitization is connected to a fourth data input of the processor 17. The GPS receivers 21, 23 and 24 are connected by lines to synchronize them with each other.
Alternativ ist es hier möglich, dass anstatt drei GPS- Empfängern nur zwei GPS-Empfänger verwendet werden. Dies ermöglicht die Bestimmung der Orientierung in einer Fläche während drei Antennen die Bestimmung der Orientierung im Raum. Weiterhin ist es möglich, dass die Antennen 20, 22 und 25 an eine Empfangs orrichtung angeschlossen sind, die die unterschiedlichen Signale gemeinsam auswerten kann. Die Signale von den Antennen 20, 22 und 25 werden dann nacheinander von der einzigen Empfangsvorrichtung abgefragt . Der Prozessor 17 bestimmt dann aus den GPS-Daten und den Sensordaten von den Inertialsensoren 26 jeweils einen unterschiedlichen Wert für die vektorielle Geschwindigkeit . Durch einen Vergleich dieser beiden Werte wird dann ein Durchschnitts- oder Mittelwert gebildet, um eine möglichst gute Schätzung für die vektorielle Fahrzeuggeschwindigkeit zu ermitteln. Dieser Wert wird dann an die Fahrdynamikregelung 30 übertragen. Aus der vektoriellen Fahrzeuggeschwindigkeit kann auch der Schwimmwinkel bestimmt wird, der für die Leuchtweitenregulierung 28 eingesetzt wird.Alternatively, it is possible here that instead of three GPS receivers only two GPS receivers are used. This enables the orientation in a surface to be determined while three antennas determine the orientation in the Room. Furthermore, it is possible for the antennas 20, 22 and 25 to be connected to a receiving device which can evaluate the different signals together. The signals from the antennas 20, 22 and 25 are then interrogated successively by the single receiving device. The processor 17 then determines a different value for the vector speed from the GPS data and the sensor data from the inertial sensors 26. By comparing these two values, an average or mean value is then formed in order to determine the best possible estimate for the vector vehicle speed. This value is then transmitted to the vehicle dynamics control 30. The float angle that is used for the headlight range control 28 can also be determined from the vector vehicle speed.
Das in Figur 1 dargestellte Blockschaltbild beschreibt das erfindungsgemäße Verfahren. Im Block 1 sensieren ESP- Sensoren, das sind die Inertialsensoren 26The block diagram shown in FIG. 1 describes the method according to the invention. In block 1, ESP sensors sense, that is, the inertial sensors 26
Linearbeschieunigungs- und Drehratenwerte, die im Fahrzeug vorkommen. Ein ESP-Schätzer 2 ermittelt daraus einen ersten Wert für die Geschwindigkeit 3 und eine entsprechende Gewichtung für diesen Geschwindigkeitswert 4. Der Geschwindigkeitswert 3 wird aus den auftretenden Beschleunigungen bestimmt, also vornehmlich durch Integration der ermittelten Beschleunigungswerte. Die Gewichtung 4 bestimmt sich aus Eigenschaften des Fahrzeugs wie den Schlupfwerten der Reifen. Der Geschwindigkeitswert 3 wird dann im Block 5 mit der Gewichtung 4 multipliziert. GPS-Sensoren 6, wie in Figur 3 dargestellt, bestimmen für jeden Zeitpunkt den genauen Ort des Fahrzeugs. Im zeitlichen Verlauf ist damit die Bestimmung der vektoriellen Geschwindigkeit möglich. Eine nachgeschaltete GPS-Elektronik 7, die in Figur 3 in dem Prozessor 17 integriert ist, ermittelt daraus einen zweiten Geschwindigkeitswert 9 und eine Gewichtung für diesen zweiten Geschwindigkeitswert 8. In einem Multiplizierer 10 wird damit derLinear acceleration and rotation rate values that occur in the vehicle. An ESP estimator 2 uses this to determine a first value for the speed 3 and a corresponding weighting for this speed value 4. The speed value 3 is determined from the accelerations that occur, that is to say primarily by integrating the determined acceleration values. The weighting 4 is determined from properties of the vehicle, such as the slip values of the tires. The speed value 3 is then multiplied by the weighting 4 in block 5. GPS sensors 6, as shown in FIG. 3, determine the exact location of the vehicle for each point in time. The vectorial velocity can thus be determined over time. A downstream GPS electronics 7, which is integrated in the processor 17 in FIG. 3, uses this to determine a second speed value 9 and a weighting for this second speed value 8. In a multiplier 10, the
Geschwindigkeitswert 9 mit der Gewichtung 8 multipliziert. Im Block 11 werden die Gewichtungswerte 4 und 8 miteinander addiert. Im Block 12 erfolgt die Addition der gewichteten Geschwindigkeitswerte, wobei dieser addierte Wert dann im Block 13 durch die Summe der Gewichtungen aus Block 11 geteilt wird, um in Block 14 einen Durchschnittswert zu ermitteln. Dieser Durchschnittswert wird dann über den Bus 19 zu einer Fahrdynamikregelung 15, hier dem ESP, übertragen. Als ein weiterer Wert wird die Gewichtung 8 an die Fahrdynamikregelung 15 übertragen. Die Gewichtungen geben Aufschluss über die Qualität der Messgrößen. Liefert beispielsweise das GPS eine sehr zuverlässige Information über die Fahrgeschwindigkeit, ist die entsprechende Gewichtung sehr hoch.Speed value 9 multiplied by weight 8. In block 11, the weighting values 4 and 8 are added together. The weighted speed values are added in block 12, and this added value is then divided in block 13 by the total of the weights from block 11 in order to determine an average value in block 14. This average value is then transmitted via the bus 19 to a driving dynamics control 15, here the ESP. The weighting 8 is transmitted to the driving dynamics control 15 as a further value. The weightings provide information about the quality of the measured variables. If, for example, the GPS provides very reliable information about the driving speed, the corresponding weighting is very high.
Damit liegt dann ein gewichteter Mittelwert für die GeschwindigkeitsSchätzung bezüglich Betrag und Richtung, also vektoriell, vor.A weighted mean value for the speed estimate with respect to magnitude and direction, that is to say vectorially, is then then available.
Falls nun der Geschwindigkeitswert 9 mit einer entsprechend guten Qualität, also mit einem hohen Gewicht vorliegt, was der Fahrdynamikregler 15 bestimmt, ist es nicht nötig, aktiv ein Rad durch den ESP-Regler 15 zu unterbremsen, um die Fahrgeschwindigkeit zu bestimmen.If the speed value 9 is now of a correspondingly good quality, that is to say of a high weight, which is determined by the driving dynamics controller 15, it is not necessary to actively brake a wheel by the ESP controller 15 in order to determine the driving speed.
Eine wesentliche Schwierigkeit ist, dass mittels GPS die Fahrzeuggeschwindigkeit in einem umgebungsfesten Koordinatensystem berechnet wird. Im ESP-System liegen die Geschwindigkeitsgrößen dagegen in einem fahrzeugfesten Koordinatensystem vor. Im Folgenden werden die Fahrzeuggeschwindigkeiten in Lateral-, Quer- und Vertikalrichtung mit VX, VY und VZ bezeichnet. Eine Transformation zwischen beiden Systemen, also zwischen dem umgebungsfesten und fahrzeugfesten Koordinatensystem kann vorgenommen werden, falls die Orientierung des Fahrzeugs im umgebungsfesten System bekannt ist . Werden entlang der Fz-Längsachse zwei GPS-Antennen aufgebracht, kann die Lage der entsprechenden Verbindungslinie a in der Ebene ermittelt werden. Der Vektor a wird in umgebungsfesten Koordinaten bestimmt. Diese Linie ist starr mit dem Fahrzeug verbunden und wird daher für die Koordinatentransformation als Referenzlinie benutzt . Dies erfolgt, indem man die Projektion des SD- Geschwindigkeitsvektors V auf den Verbindungsvektor a bildet, wodurch man die Geschwindigkeit Vx entlang der Fz- Längsachse erhält :
Figure imgf000010_0001
A major difficulty is that the vehicle speed is calculated in a fixed coordinate system using GPS. In the ESP system, on the other hand, the speed variables are in a coordinate system that is fixed to the vehicle. In the following, the vehicle speeds in the lateral, transverse and vertical directions are referred to as VX, VY and VZ. A transformation between the two systems, that is to say between the coordinate system fixed to the environment and the vehicle, can be carried out if the orientation of the vehicle in the environmental fixed system is known. If two GPS antennas are applied along the longitudinal axis of the vehicle, the position of the corresponding connecting line a in the plane can be determined. The vector a is determined in coordinates that are fixed in the environment. This line is rigidly connected to the vehicle and is therefore used as a reference line for coordinate transformation. This is done by forming the projection of the SD speed vector V onto the connection vector a, whereby the speed V x is obtained along the longitudinal axis of the vehicle:
Figure imgf000010_0001
Die GeschwindigkeitThe speed
Vquer
Figure imgf000010_0002
V across
Figure imgf000010_0002
steht auf jeden Fall senkrecht zur Fahrzeuglängsachse. Falls mit zwei GPS-Antennen gearbeitet wird, fehlt beispielsweise die Information der Lage des Fahrzeuges um die Fahrzeuglängsachse, also der Wankwinkel. Diese fehlende Information kann bei drei vorhandenen GPS-Antennen bereitgestellt werden. In diesem Falle könnte nun auch die Geschwindigkeit in Vy und Vz berechnet werden. Bei nur zwei Antennen entlang der Fz-Längsachse muss eine Annahme getroffen werden, um Vy berechnen zu können. Diese besteht darin, dass die Fahrbahn nicht zu einem Rand hin abfällt, also keine Neigung aufweist. Somit ist Vy senkrecht zum Lot. Folglich erhält man Vy indem von Vquer die z-Komponente mit Null gleichsetzt. Für die Fahrdynamik ist der Schwimmwinkel α eine sehr wichtige, aber auch leider nur sehr schwer zu messende Größe. Er ist über die Gleichung tan(α)=Vy/ Vx definiert. Da in dieser Gl . nun beide Geschwindigkeiten bekannt sind, lässt sich der Schwimmwinkel bestimmen. Entsprechend der angehängten Abbildung, welche die Vorgehensweise bei der Berechnung der Fahrzeuggeschwindigkeit beschreibt, wird neben dem Geschwindigkeitswert auch der von der Intelligenten Sensorplattform berechnete Schwimmwinkel sowohl mittels der ESP-Sensorik als auch mittels GPS- Sensorik bestimmt . is in any case perpendicular to the vehicle's longitudinal axis. If two GPS antennas are used, the position of the vehicle about the vehicle's longitudinal axis, for example the roll angle, is missing. This missing information can be provided with three existing GPS antennas. In this case, the speed in V y and V z could also be calculated. With only two antennas along the longitudinal axis of the vehicle, an assumption must be made in order to be able to calculate V y . This consists in the fact that the road does not drop towards an edge, i.e. it has no inclination. Thus V y is perpendicular to the perpendicular. Consequently, V y is obtained by equating the z component of V across with zero. The float angle α is a very important variable for driving dynamics, but unfortunately it is also very difficult to measure. It is defined by the equation tan (α) = V y / V x . Since in this Eq. Now that both speeds are known, the float angle can be determined. In accordance with the attached figure, which describes the procedure for calculating the vehicle speed, in addition to the speed value, the float angle calculated by the intelligent sensor platform is determined both by means of the ESP sensor system and by means of GPS sensor system.

Claims

Ansprüche Expectations
1. Verfahren zur Bestimmung einer vektoriellen Fahrzeuggeschwindigkeit, wobei ein erster Wert der vektoriellen Fahrzeuggeschwindigkeit mittels Inertialsensoren (26) bestimmt wird, dadurch gekennzeichnet, dass ein zweiter Wert der vektoriellen Geschwindigkeit mittels einer OrtungsVorrichtung (20 bis 25) bestimmt wird und dass in Abhängigkeit von einem Vergleich des ersten und zweiten Werts ein dritter Wert für die vektorielle Fahrzeuggeschwindigkeit bestimmt wird.1. A method for determining a vectorial vehicle speed, wherein a first value of the vectorial vehicle speed is determined by means of inertial sensors (26), characterized in that a second value of the vectorial speed is determined by means of a locating device (20 to 25) and that as a function of one Comparison of the first and second value, a third value for the vector vehicle speed is determined.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Ortungs or ichtung ein satellitenbasiertes2. The method according to claim 1, characterized in that the location or direction is a satellite-based
OrtungsSystem, insbesondere GPS, zur Bestimmung des zweiten Werts der vektoriellen Geschwindigkeit verwendet .Location system, in particular GPS, used to determine the second value of the vector speed.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass ein dritter Wert einer Fahrdynamikregelung (30) zugeführt wird.3. The method according to claim 1 or 2, characterized in that a third value of a vehicle dynamics control (30) is supplied.
4. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der dritte Wert einer Leuchtweitenregelung (28) zugeführt wird.4. The method according to claim 1 or 2, characterized in that the third value of a headlight range control (28) is supplied.
5. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der dritte Wert durch eine jeweilige Gewichtung des ersten und zweiten Werts und durch eine Mittelwertbildung erzeugt wird. 5. The method according to claim 1 or 2, characterized in that the third value is generated by a respective weighting of the first and second values and by averaging.
6. Vorrichtung zur Durchführung des Verfahrens nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Vorrichtung die Inertialsensoren (26) , die Ortungsvorrichtung (20 bis 25) und einen Prozessor (17) aufweist, wobei die Vorrichtung mit der Fahrdynamikregelung (30) und/oder der Leuchtweitenregelung (28) verbindbar ist.6. Device for performing the method according to one of claims 1 to 5, characterized in that the device has the inertial sensors (26), the locating device (20 to 25) and a processor (17), the device with the driving dynamics control (30 ) and / or the headlight range control (28) can be connected.
7. Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass die Inertialsensoren (26) und die Ortungsvorrichtung (20 bis 25) auf einer gemeinsamen Sensorplattform (16) angeordnet sind.7. The device according to claim 6, characterized in that the inertial sensors (26) and the locating device (20 to 25) are arranged on a common sensor platform (16).
8. Vorrichtung nach Anspruch 7, dadurch gekennzeichnet, dass die Ortungsvorrichtung (20 bis 25) zwei oder drei Antennen (20, 22, 23) zum Empfang von ortungsrelevanten Signalen aufweist . 8. The device according to claim 7, characterized in that the locating device (20 to 25) has two or three antennas (20, 22, 23) for receiving location-relevant signals.
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