WO2006037678A1 - Procede et dispositif pour influer sur la dynamique transversale d'un vehicule - Google Patents

Procede et dispositif pour influer sur la dynamique transversale d'un vehicule Download PDF

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Publication number
WO2006037678A1
WO2006037678A1 PCT/EP2005/053841 EP2005053841W WO2006037678A1 WO 2006037678 A1 WO2006037678 A1 WO 2006037678A1 EP 2005053841 W EP2005053841 W EP 2005053841W WO 2006037678 A1 WO2006037678 A1 WO 2006037678A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
dynamics
influencing
lateral
transverse
Prior art date
Application number
PCT/EP2005/053841
Other languages
German (de)
English (en)
Inventor
Jens Kalkkuhl
Martin Moser
Magnus Rau
Reinhold Schneckenburger
Christian Urban
Original Assignee
Daimlerchrysler Ag
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 Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2006037678A1 publication Critical patent/WO2006037678A1/fr

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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
    • B60G17/0195—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 regulation being combined with other vehicle control systems
    • 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
    • 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
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • 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
    • 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
    • B60T2240/06—Wheel load; Wheel lift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire
    • 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
    • B60W2520/10—Longitudinal 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/22—Suspension systems

Definitions

  • the invention relates to a method for Querdynamikbeein ⁇ flow of a vehicle according to the preamble of patent claim 1 and a device for carrying out this Ver ⁇ driving according to the preamble of claim 15th
  • the transverse dynamic deviation quantity describing the deviation between the lateral dynamic reference variable and the lateral dynamic actual quantity is used in the activation test, on the one hand, to check and decide whether there is a need to influence the lateral dynamics of the vehicle. If it is necessary to influence the lateral dynamics, then during the activation test the other is checked and decided whether this necessary lateral dynamics influencing is to take place via the wheel-position influencing means and / or via the at least one further transverse-dynamics influencing means of the lateral-dynamics influencing device. As a result, it is possible, depending on the current driving situation of the vehicle, which is described by the transverse dynamic deviation variable, to decide on the basis of which means the influencing of the lateral dynamics of the vehicle is to be carried out.
  • the means for influencing the transverse dynamics of the vehicle of the lateral dynamics influencing device can be used, which alone is sufficient to sufficiently reduce or completely compensate for the deviation between the transverse dynamic setpoint variable and the lateral dynamic magnitude.
  • the means used for influencing the lateral dynamics are also taken into account, which offers the greatest possible comfort to the vehicle occupants of the usable lateral dynamics influencing means, taking into account the driving safety.
  • the control of the lateral dynamics influencing device can take place in such a way that the deviation between the transverse dynamic reference variable and the lateral dynamic actual size described by the transverse dynamic deviation parameter is only partially compensated.
  • the driver still has the task of manually compensating the deviation, which is not corrected independently of the driver, between the transverse dynamic setpoint variable and the lateral dynamic variable, for example by means of a corresponding steering wheel movement.
  • the driver can thus not completely transfer the task to the automatic lateral dynamics influencing, so that increased attention of the driver can be achieved.
  • the deviation or the transverse dynamic deviation quantity can thereby be formed by the difference between the physically same transverse dynamic setpoint and the lateral dynamic actual size.
  • the steering wheel angle or the steering angle taking into account the longitudinal vehicle speed, can be used as a transverse dynamic setpoint and compared with the actual yaw rate of the vehicle as a lateral dynamic actual variable.
  • the transverse dynamic setpoint of the target yaw rate and the Querdynamikisties are formed by the Istgierrate.
  • the target and the actual yaw rate are already present in vehicles with a vehicle dynamics control, so that these two variables are available without additional effort, for example on a data bus.
  • the wheel-support influencing means for controlling the lateral dynamics are actuated only if it was determined during the activation test that the necessary lateral dynamics influence can finally ensue by means of the wheel-loading influencing means and that then, if the necessary transverse dynamic range Influence on the RadaufStandsbeein bathungsstoff is unzu ⁇ reaching that at least one further Querdynamikbeein- flow means for controlling the lateral dynamics is controlled.
  • the wheel-mounted influencing means are only used for influencing the transverse dynamics if only the modification of the wheel contact force of at least one vehicle wheel allows sufficient lateral dynamics influencing of the vehicle.
  • the at least one further lateral dynamic influencing means is actuated in order to achieve the necessary influence on the vehicle transverse dynamics. In this way, it is ensured that only one means for influencing the transverse vehicle dynamics is used, with the wheel-support influencing means being preferred to the at least one further transverse-dynamics influencing means for reasons of comfort.
  • the at least one further Querdynamikbeein.ungsmittel is driven.
  • first of all the wheel contact influencing means are used for controlling the lateral dynamics since the comfort in influencing the lateral dynamics is particularly high for the vehicle occupants. If the transverse dynamic influencing of the vehicle achievable via the wheel-tread influencing means is not sufficient, the at least one further transverse-dynamics influencing means is additionally actuated in order to achieve the determined necessary lateral-dynamics influencing.
  • the steering system and / or the braking system of the vehicle can be used as the at least one further lateral dynamics influencing means of the lateral dynamics influencing device.
  • the lateral dynamics of the vehicle can be influenced in a simple manner.
  • At least one or more further state variables describing the driving state of the vehicle and / or the vehicle state are taken into account, such as the vehicle slow speed, the vehicle slow acceleration, the vehicle lateral velocity, the vehicle transverse acceleration , the slip angle, the steering angle, the steering angle speed, the accelerator pedal actuation, the brake pedal actuation and / or one or more variables correlated with the aforementioned sizes.
  • the driving state of the vehicle or the vehicle state can be determined more accurately, and the selection of the lateral dynamics influencing means provided by the lateral dynamics influencing device can be carried out in a more targeted manner.
  • the activation of the steering system of the vehicle for controlling the lateral dynamics can be prevented. Since, at high vehicle speeds, even slight changes in the steering angle greatly influence the vehicle's lateral dynamics, a driver's independent steering intervention is prevented at vehicle longitudinal speeds above the upper speed threshold value. A necessary lateral dynamics influencing then takes place via other lateral dynamics influencing means, for example via the wheel contact influencing means.
  • the activation of the wheel-tread influencing means for controlling the lateral dynamics can be prevented or terminated.
  • a brake or an emergency braking affect the intended by the Radaufstandsbeein.ungsffen transverse dynamics control.
  • an emergency braking and an extension of the braking distance should be avoided. Reducing the wheel contact force of a vehicle wheel also reduces the longitudinal force between the wheel and the driving wheel. web surface is generated, which would extend the braking distance of the vehicle. However, this is undesirable in the emergency braking state of the vehicle, which is why an activation of the wheel contact influencing means does not follow in this case.
  • the emergency brake state can be recognized by one or more of the following emergency brake state conditions:
  • the driver receives feedback when the necessity of controlling the lateral dynamics has been determined during the activation test. This informs the driver that due to the cross-talk Namikabweichungsiere, which describes the deviation between the Quer ⁇ dynamic setpoint and the Querdynamikistados, a driver independent influencing the transverse dynamics of the vehicle is done.
  • This feedback to the driver can be made by controlling the braking system of the vehicle in the form of a haptic remind ⁇ message. If the braking system is used as a lateral dynamics influencing means of the vehicle, then the control of the braking system for influencing the lateral dynamics of the vehicle simultaneously constitutes the haptic feedback about the lateral dynamics influencing to the driver.
  • FIG. 1 shows an embodiment of a device for Querdy ⁇ namikbeein letung a vehicle in a schematic, block diagram similar representation
  • FIG. 2 shows an exemplary embodiment of a method for influencing the lateral dynamics in the form of a flow chart
  • FIG. 3 shows an exemplary embodiment of a method part from the method shown in FIG. 2 for the selection of the transverse dynamics influencing means to be used in the form of a flow chart.
  • the device 5 has an evaluation device 6 which is provided for controlling a transverse dynamics influencing device 7.
  • the evaluation device 6 is a plurality of sensor data übermit ⁇ telt, which the evaluation device 6 for the decision in Rahraen an activation test needed if and to what extent the transverse dynamics influencing device 7 is to be controlled in order to influence the lateral dynamics of the vehicle.
  • a yaw rate sensor 8 determines the actual yaw rate ⁇ isl of the vehicle, which is transmitted to the evaluation device 6.
  • the vehicle longitudinal speed v x is determined by a longitudinal speed sensor 9 and likewise transmitted to the evaluation device 6.
  • a steering angle sensor 10 determines the steering angle ⁇ of the steerable vehicle wheels, which is fed to the evaluation device 6.
  • the determination of the transverse acceleration a y of the vehicle takes place via a lateral acceleration sensor 11.
  • the lateral acceleration a y is also transmitted to the evaluation device 6.
  • a setpoint yaw rate ⁇ sol ⁇ is calculated in the evaluation device 6, and with the from
  • Yaw rate sensor 8 measured Istgierrate ⁇ is compared.
  • the desired yaw rate ⁇ sol ⁇ in this case represents the desired transverse dynamic setpoint and the actual yaw rate ⁇ is the lateral dynamic actual size.
  • the yaw rate difference is calculated in the evaluation device 6 as the difference between the nominal yaw rate ⁇ soU and the actual yaw rate ⁇ to , the yaw rate difference thus being one
  • transverse dynamics deviation quantity Forms transverse dynamics deviation quantity. Taking into account the transverse dynamic deviation variable formed by the yaw rate difference, it is decided in the evaluation decision in the evaluation device 6 whether a lateral dynamics influence by controlling the lateral dynamics influencing device 7 is necessary or not. If a necessary Querdy ⁇ namikbeein bathung was found, the evaluation device 6 ⁇ controls the lateral dynamics influencing device 7 on, which has several and, by way of example, three lateral dynamics influencing means 14 of the vehicle. When the transverse dynamics influencing device 7 is actuated by the evaluating device 6, one or more transverse dynamic influencing means 14 of the vehicle can be activated.
  • Radaufstandsbeein kgungsstoff 15 are provided as first transverse dynamics influencing means 14, via which the wheel contact force of one or more of the vehicle wheels on the road surface can be changed. This is done in the embodiment of an active suspension system in which the vehicle wheels each associated spring-damper unit can be controlled. By changing one or more of the wheel contact forces via Radaufstandsbe- einmannungsstoff 15, the actual yaw rate ⁇ of the vehicle is to be changed.
  • the structural properties of the chassis system determine the extent of a maximum possible influence of lateral dynamics, in particular with regard to variables such as the toe-in angle, the caster angle and the angle of spread on the vehicle axle to which the steerable vehicle wheels are assigned.
  • the suspension system is braced, as it were: the wheel contact forces of the diagonally opposite vehicle wheels are either reduced or increased.
  • the wheel contact force of the left front wheel and the right rear wheel can be increased and / or the wheel contact force of the right front wheel and the left rear wheel can be reduced.
  • the wheel contact force of the right front wheel and the left rear wheel increases and / or the wheel contact force of the left front wheel and the right rear wheel can be reduced.
  • the steering system 16 and the braking system 17 of the vehicle serve as second and third lateral dynamics influencing means 14 of the lateral dynamics influencing device 7.
  • the lateral dynamics influencing via the steering system 16 takes place spielmik by generating an additional steering angle and / or an example applied to the steering column of the steering system 16 additional steering torque.
  • the use of the braking system 17 for transverse dynamic influencing takes place by generating wheel-individual braking elements, whereby the actual yaw rate ⁇ tsl of the vehicle can likewise be changed.
  • the lateral dynamics influence can additionally or alternatively also be achieved by adjusting the wheel individual driving forces.
  • a first step 20 first of all the actual yaw rate ⁇ isl is determined as the lateral dynamic actual value and the target yaw rate ⁇ is to be determined as the lateral dynamic reference value.
  • the yaw rate difference which represents the lateral dynamic deviation variable, is calculated from the actual yaw rate ⁇ bl and the target yaw rate ⁇ wl .
  • the yaw rate difference describes the deviation between the desired rotational behavior of the vehicle about the vertical axis and the actual turning angle. the vehicle around the vertical axis.
  • the yaw rate difference is signed and are therefore not only the amount of the difference between the target yaw rate is ⁇ and Istgier ⁇ rate ⁇ ⁇ sl, but also the direction of the deviation.
  • an activation check is carried out in which, depending on the yaw rate difference, it is determined whether or not a driver needs independent lateral dynamic control of the vehicle. Furthermore, during the activation check, it is determined which transverse dynamics influencing means 14 of the lateral dynamics influencing device 7 are to be used in the event of a determination of the need to influence the lateral dynamics.
  • the selection of the lateral dynamics influencing means 14 in the context of the activation test takes place as a function of the yaw rate difference.
  • a driver independent lateral dynamic influencing it is first checked in a third step 24 whether, taking into account the yaw rate difference, a driver independent lateral dynamic influencing is necessary or not.
  • the yaw rate difference can be compared with a difference threshold value for this purpose. If the yaw rate difference is less than or equal to the difference threshold value, driver-independent lateral dynamics control is not necessary. In another case, when the amount of the yaw rate difference exceeds the difference threshold value, the necessity of a driver-independent lateral dynamic influencing is given.
  • the method starts again with the first step 20. If the necessity of the lateral dynamics influencing was determined in the third step 24 (FIG. Branching pos from the third Step 24), the method is continued with a fourth step 26, which is likewise part of the activation test shown in detail in FIG. 3. Otherwise, the process begins again at the first step 20.
  • a check is made as a function of the yaw rate difference and a decision is made as to whether one or more of the lateral dynamics influencing means 14 of the lateral dynamics influencing device 7 are to be actuated.
  • the driver is carried out independent transverse dynamics influencing of the vehicle with the aim of the cross formed by the yaw rate difference dynamic deviation variable magnitude to minimize, to bring the transversely dynamic target behavior and the transverse dynamic actual behavior of the vehicle in the best possible Convention ⁇ humor.
  • the actual driving state of the vehicle or vehicle can be carried out as part of the activation check - ie when checking whether and with which means 14 a lateral control of the lateral dynamics is to be effected.
  • state variables describing the state of the vehicle are taken into account. The more accurately the current driving state of the vehicle can be judged by taking into account further state variables, the more purposefully it can be decided whether a driver should control the lateral dynamics independently and, if so, which transverse dynamics control means 14 are most suitable for this purpose. For example, the vehicle slow speed V x , the vehicle longitudinal acceleration, the vehicle lateral velocity, the vehicle lateral acceleration a y , the slip angle, which occur as further state variables
  • Steering angle ⁇ the steering angle speed, the accelerator pedal operation and in particular the accelerator pedal actuation speed, the brake pedal actuation and in particular the brake pedal actuation speed.
  • the variables correlated with these state variables can also be used.
  • the longitudinal speed v x of the vehicle determined by the longitudinal speed sensor 9 is taken into account in the fourth step 26 for the selection decision of the transverse dynamics influencing means 14 to be used will be discussed in more detail.
  • the fourth step 26 it is first checked whether there is an exclusion condition for one or more of the lateral dynamics influencing means 14, which precludes the activation of the relevant means 14 for controlling the lateral dynamics.
  • a check is made in a first sub-step 261 as to whether the vehicle is currently in an emergency braking state.
  • the detection of the emergency braking state is carried out by the Sprint ⁇ examination of at least one emergency brake condition. If one or more of the following emergency braking conditions, it can be concluded that an emergency braking condition exists:
  • At least one of the vehicle wheels has reached a predetermined by an anti-lock brake brake slip threshold
  • Ver ⁇ delay threshold which is the case when the vehicle longitudinal acceleration has fallen in Vor ⁇ downward direction of travel of the vehicle has fallen negati ⁇ ven acceleration threshold.
  • the reason for this is that by reducing the wheel contact force of one or more vehicle wheels, its or its ability to transmit a longitudinal force in the longitudinal direction of the vehicle between tire and road surface is also reduced. This could extend the braking distance of the vehicle, which is undesirable in the case of an existing or starting emergency braking operation and is therefore prevented in the preferred exemplary embodiment.
  • the activation of the RadaufStandsbeein intoungsstoff 15 be ⁇ already prevented and / or terminated when a Bremsvor ⁇ gear is present. This does not have to be an emergency braking process in the region of the maximum possible delay depending on the situation. Since a braking torque on a wheel changes the lateral dynamics influencing of the vehicle caused or provided by the wheel-suspension influencing means 15, its activation can be prevented or terminated during all braking operations.
  • the influencing of the wheel contact force of at least one of the wheels caused by the wheel contact influencing means 15 could also be adapted to the actual braking torque during a braking operation, in order to achieve the desired lateral dynamic influence again.
  • the steering system 16 is then used in a sixth step 30 for influencing the lateral dynamics (branching ALT2 from the fourth step 26).
  • the activation or activation of the wheel-support influencing means 15 is simultaneously interrupted by the evaluation device 6.
  • the query as to whether the vehicle longitudinal speed v x is smaller than a predefined lower speed threshold value v u is carried out in a fourth sub-step 264.
  • the yaw rate difference is used in a seventh sub-step 265 to determine whether it is possible to influence the yaw rate difference sufficiently solely via the wheel-position influencing means 15 to compensate for the yaw rate difference. If this is the case, then in a fifth step 28 the wheel contact influencing means 15 are actuated by the evaluating device 6 in order to equalize the actual yaw rate ⁇ lst of the vehicle to the desired yaw rate ⁇ soll (branch ALT1 from the fourth step 26).
  • an eighth sub-step 266 checks whether the vehicle longitudinal speed v x lies above a predefined upper speed threshold value v o . If this is the case, the control of the steering system 16 as a cross-dynamics influencing means 14 is prevented or not carried out, since at very high vehicle longitudinal velocities v x even small influences on the steering angle ⁇ of the vehicle have a very great effect on the vehicle's lateral dynamics. so that a driver of independent steering intervention in this type large vehicle longitudinal speeds v x should not occur. In the present case, therefore, the lateral dynamics influence is then effected in a seventh step 32 by the activation of the braking system 17 of the vehicle (branching ALT3 from step 26).
  • the wheel-tread influencing means 15 are preferably activated by the evaluating device 6 whenever there is no preclusion condition for the wheel-tread-influencing means 15. The reason for this is to be seen in the fact that a lateral dynamic influence on the wheel-tread influencing means 15 is very convenient for the vehicle occupants.
  • At least one further lateral dynamics influencing means 14 is activated in addition to the wheel margining influencing means 15 the control of the wheel contact influencing means 15 and at least one further transverse dynamic influencing means 14 the predetermined reduction or complete compensation of the transverse dynamic deviation variable formed by the yaw rate difference can be achieved.
  • the driver receives an acknowledgment in an eighth step 34 if, in the third step 24, the necessity of the Driver independent lateral dynamics influence was detected, which is shown in dashed lines in Fig. 2.
  • the driver is informed by one of these responses that a deviation between the lateral dynamic nominal behavior and the lateral dynamic actual behavior of the vehicle has been recognized and a driver is engaged in independent lateral dynamics intervention.
  • This driver feedback can be designed as acoustic and / or visual and / or haptic feedback.
  • the braking system 17 is actuated by the evaluating device 6 as a lateral dynamics influencing means 14, the vehicle deceleration caused thereby can simultaneously be used as haptic feedback to the driver.
  • the method of Fig. 2 is cycled during the driving operation of the vehicle.

Abstract

L'invention concerne un procédé et un dispositif pour influer sur la dynamique transversale, faisant appel à une unité d'évaluation (6) à laquelle est transmise une grandeur réelle de dynamique transversale et dans laquelle sont déterminées une grandeur prescrite de dynamique transversale et une grandeur d'écart de dynamique transversale décrivant l'écart entre la grandeur prescrite et la grandeur réelle de dynamique transversale. Ensuite, en fonction de la grandeur d'écart de dynamique transversale, il est déterminé s'il est nécessaire d'influer sur la dynamique transversale du véhicule. Dans l'affirmative, l'unité d'évaluation (6) détermine s'il est nécessaire d'influer sur la dynamique transversale par l'intermédiaire de moyens (15) servant à modifier la force d'appui d'au moins une roue du véhicule sur le sol et/ou par l'intermédiaire d'un autre moyen (16, 17) servant à influer sur la dynamique transversale et commande ces moyens (15,16, 17) de manière correspondante.
PCT/EP2005/053841 2004-10-01 2005-08-04 Procede et dispositif pour influer sur la dynamique transversale d'un vehicule WO2006037678A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004047860.0 2004-10-01
DE200410047860 DE102004047860A1 (de) 2004-10-01 2004-10-01 Verfahren und Vorrichtung zur Beeinflussung der Querdynamik eines Fahrzeugs

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WO2006037678A1 true WO2006037678A1 (fr) 2006-04-13

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PCT/EP2005/053841 WO2006037678A1 (fr) 2004-10-01 2005-08-04 Procede et dispositif pour influer sur la dynamique transversale d'un vehicule

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DE (1) DE102004047860A1 (fr)
WO (1) WO2006037678A1 (fr)

Cited By (4)

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WO2009000388A2 (fr) * 2007-06-27 2008-12-31 Daimler Ag Procédé et dispositif pour influencer la dynamique transversale d'un véhicule
EP2141036A1 (fr) * 2008-07-03 2010-01-06 Renault Procédé et système de correction du roulis d'un véhicule automobile
EP2487056A1 (fr) * 2011-02-10 2012-08-15 Audi AG Procédé et dispositif d'influence du comportement en virage d'un véhicule ainsi que véhicule

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EP1980428A1 (fr) * 2007-04-12 2008-10-15 Dr. Ing. h.c. F. Porsche Aktiengesellschaft Procédé et dispositif de stabilisation de roulis d'un véhicule automobile
US8364346B2 (en) 2007-04-12 2013-01-29 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method and device for roll stabilization of a motor vehicle
WO2009000388A2 (fr) * 2007-06-27 2008-12-31 Daimler Ag Procédé et dispositif pour influencer la dynamique transversale d'un véhicule
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US8930061B2 (en) 2007-06-27 2015-01-06 Daimler Ag Method and apparatus for influencing the transverse dynamics of a vehicle
EP2141036A1 (fr) * 2008-07-03 2010-01-06 Renault Procédé et système de correction du roulis d'un véhicule automobile
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EP2487056A1 (fr) * 2011-02-10 2012-08-15 Audi AG Procédé et dispositif d'influence du comportement en virage d'un véhicule ainsi que véhicule
US9193381B2 (en) 2011-02-10 2015-11-24 Audi Ag Method and apparatus for affecting cornering performance of a motor vehicle, and a motor vehicle

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