WO2006050831A1 - Procede et dispositif pour influer sur la force de contact d'au moins une roue de vehicule - Google Patents

Procede et dispositif pour influer sur la force de contact d'au moins une roue de vehicule Download PDF

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Publication number
WO2006050831A1
WO2006050831A1 PCT/EP2005/011600 EP2005011600W WO2006050831A1 WO 2006050831 A1 WO2006050831 A1 WO 2006050831A1 EP 2005011600 W EP2005011600 W EP 2005011600W WO 2006050831 A1 WO2006050831 A1 WO 2006050831A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
steering
wheel
influencing
angle
Prior art date
Application number
PCT/EP2005/011600
Other languages
German (de)
English (en)
Inventor
Dieter Ammon
Magnus Rau
Avshalom Suissa
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 WO2006050831A1 publication Critical patent/WO2006050831A1/fr

Links

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
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • 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
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
    • 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
    • B60G2400/412—Steering angle of steering wheel or column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/40—Steering
    • 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
    • B60G2600/14—Differentiating means, i.e. differential control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/90—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems other signal treatment 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
    • B60G2800/01—Attitude or posture control
    • B60G2800/016—Yawing condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/21—Traction, slip, skid or slide control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—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
    • B60G2800/90—System Controller type
    • B60G2800/93—Skid or slide control [ASR]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)

Definitions

  • the invention relates to a method and a device for influencing the wheel contact force of at least one vehicle wheel.
  • an active suspension system is provided by means of which the steering characteristic is adjustable as a function of a vehicle stability factor in order to achieve improved behavior when cornering. It is possible with a steering angle sensor to measure the steering angle and derive therefrom a steering angle speed signal. Depending on whether the steering angle velocity is below a predetermined threshold or not, the loading of actuators of the active suspension system is affected.
  • the influencing of the wheel contact force takes place for setting a desired nominal steering ratio between steering wheel and steerable vehicle wheels.
  • the virtual Solllenk ⁇ translation is the target steering ratio to understand, which is specified by the relationship between the requested by the driver by the operation of the steering wheel transverse dynamic behavior and the set dependent on this lateral dynamic nominal behavior transverse dynamic actual behavior. Since in this case the steering angle set by the steering system of the vehicle at the steerable vehicle wheels remains virtually unchanged, it is here spoken of a virtual target steering ratio.
  • the reaction of the vehicle to the operation of the steering wheel corresponds to the behavior that a vehicle would have with the desired target steering ratio having steering system.
  • the influencing of the Radauf ⁇ standing force depends on a predetermined by the driver on the steering wheel first steering wheel size, which is in particular a descriptive of the steering wheel size, the very easy to detect in the vehicle.
  • first steering wheel size which is in particular a descriptive of the steering wheel size
  • other steering wheel sizes can also be detected and taken into account when influencing the wheel contact force.
  • the steering behavior of the vehicle can be adapted to the vehicle longitudinal speed.
  • the vehicle longitudinal speed it is possible to make the vehicle more agile or more direct at lower vehicle longitudinal speeds and to realize a slower or more indirect steering behavior at higher vehicle longitudinal speeds.
  • the desired nominal steering ratio can be determined as a function of the vehicle longitudinal speed, as a result of which a speed-dependent nominal steering ratio is realized without having to change the steering ratio predetermined by the steering system of the vehicle itself.
  • An elaborate steering system with variable Lenk ⁇ translation can therefore be dispensed with.
  • a lateral acceleration variable describing the lateral acceleration of the vehicle a speed variable describing the vehicle longitudinal speed
  • one or more state variables describing the current driving state or vehicle state can also be taken into account.
  • the current driving situation is taken into account when influencing the wheel contact force.
  • Fig. 1 is a block diagram similar representation of an embodiment of a device for influencing the Radaufstandskraft and
  • Fig. 2 is a block diagram similar representation of an embodiment of a method according to the invention.
  • FIG. 1 shows a device 5 for influencing the wheel contact force of at least one vehicle wheel 6.
  • wheel support means 7 are provided, which in the preferred embodiment are formed by the spring-damper units 8 of an active chassis system.
  • the Solllenk ⁇ translation indicates the desired relationship between the rotational position of the steering wheel and the rotational movement of the vehicle about its vertical axis. Since the steering angle at the steerable vehicle wheels 6 'remains almost unchanged, here is a virtual Solllenkübersburg the speech.
  • a slight change in the steering angle is already due to the elasticity in the steering system when changing the wheel load or RadaufStandskraft.
  • the extent of the maximum achievable lateral dynamics influence of the vehicle by influencing at least one Radaufstandskraft determine the structural properties of the suspension system, such.
  • the chassis system is braced, so to speak:
  • the wheel contact forces of the diagonally opposite vehicle wheels 6 are either reduced or increased.
  • the wheel contact force of the left front wheel and the right rear wheel is increased and / or the wheel contact force of the right front wheel and the left rear wheel is reduced.
  • the wheel contact force of the right front wheel and the left rear wheel is increased and / or the Radaufstandskraft the left front wheel and the right rear wheel is reduced to generate a left-yaw moment (counterclockwise about the vertical axis of the vehicle).
  • a first input is formed by a first steering wheel size describing the operation of the steering wheel 15 of the vehicle, which is, for example, the steering wheel angle LRW detected by a steering wheel angle sensor 16.
  • FIG. 2 shows, in a block-diagram-like representation, the influence on the lateral dynamic vehicle behavior by the vehicle steering angle LWL set on the steerable vehicle wheels 6 'and the virtual additional steering angle DL attainable by influencing the wheel contact force of at least one of the vehicle wheels 6, wherein the vehicle steering angle LWL and the virtual Add additional steering angle DL to a virtual total steering angle LWG.
  • influencing the wheel contact force causes the vehicle to move about the vertical axis of the vehicle affected.
  • This influencing can be converted control-technically in a virtual additional steering angle DL, which is added to the vehicle steering angle LWL.
  • the variables virtual additional steering angle DL and virtual total steering angle LWG are purely mathematical quantities which are not actually set on the steerable vehicle wheels 6 '. These arithmetic quantities are used to calculate the desired virtual target steering ratio, which indicates the relationship between the steering wheel angle LRW and the virtual total steering angle LWG.
  • the real steering ratio between the steering wheel angle LW and the vehicle steering angle LWL on the steered vehicle wheels 6 ' remains unchanged by influencing the wheel contact force of one or more vehicle wheels 6.
  • FIG. 2 shows a steering model with G L.
  • the steering model G L indicates the transmission behavior between the operation of the steering wheel 15 and the deflection of the steered vehicle wheels 6 '.
  • the steering model G L determines the relationship between the steering wheel angle LRW and the vehicle steering angle LWL at the steerable vehicle wheels 6 '.
  • a yaw model Gy describes the relationship between the virtual total steering angle LWG and the vehicle yaw rate ⁇ G.
  • a control variable w describing the actuation of the wheel-support influencing means 7 is calculated by means of a factor k determined.
  • the control variable w is used to determine the lateral dynamic influence on the vehicle based on a chassis model Gw which is caused by the activation of the wheel suspension control means 7 with the control variable w.
  • the chassis model Gw indicates the relationship between the control variable w and a chassis yaw rate ⁇ w , which is the vehicle movement about the vertical axis that is based on influencing at least one wheel contact force
  • the desired virtual target steering ratio i so ii gives the relationship between the total virtual steering angle LWG and the steering wheel angle LRW and is in Figure 2 by the relationship
  • the additional virtual steering angle DL is determined as follows:
  • G 1 - (3) h
  • i L is the ratio betweenhui ⁇ steering angle LWL and the steering wheel angle LRW indicates.
  • the desired virtual target steering ratio i so ii can be specified in the context of influencing the virtual AutomatlenkwinkeIs LWG possible by changing the wheel contact force or wheel contact forces and in particular be parameter-dependent.
  • the desired virtual target steering ratio i so ii depending on the vehicle longitudinal speed be given, so that there is a dependence on the vehicle longitudinal speed for the factor k. Consequently, the influencing of the wheel contact force via the wheel contact influencing means 7 is dependent on the vehicle longitudinal speed.
  • the factor k can also depend on further parameters which are determined by the determination device 17, such as the yaw quantity, the steering angle variable, the floating angle variable, the lateral acceleration variable, the speed, for example. size or a time derivative of one or more of the aforementioned variables.
  • the desired target steering ratio i can be predetermined so ii equal to the predetermined by the steering system steering ratio i L. Above this speed threshold value, the virtual target steering ratio i is then changed in order to make the steering behavior more indirect and therefore more sluggish as the vehicle's longitudinal speed increases. This results in a safer driving experience for the driver.
  • the virtual target steering ratio i soll in the vehicle longitudinal speeds below the speed threshold value to vary in order to obtain with decreasing vehicle longitudinal velocity, a more direct and thus so to speak more agile steering behavior.
  • the virtual sunk ratio i so ii can then correspond to the steering ratio i L of the steering system.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un procédé et un dispositif (5) permettant d'influer sur la force de contact d'au moins une roue de véhicule (6, 6'), par des moyens pour influer sur la force de contact de roues (7). L'influence exercée par la force de contact de roue s'effectue de manière qu'une démultiplication de direction théorique virtuelle voulue entre une roue directrice (15) et des roues dirigeables (6') du véhicule puisse être ajustée.
PCT/EP2005/011600 2004-11-11 2005-10-29 Procede et dispositif pour influer sur la force de contact d'au moins une roue de vehicule WO2006050831A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410054448 DE102004054448A1 (de) 2004-11-11 2004-11-11 Verfahren und Vorrichtung zur Beeinflussung der Radaufstandskraft wenigstens eines Fahrzeugrades
DE102004054448.4 2004-11-11

Publications (1)

Publication Number Publication Date
WO2006050831A1 true WO2006050831A1 (fr) 2006-05-18

Family

ID=35500904

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2005/011600 WO2006050831A1 (fr) 2004-11-11 2005-10-29 Procede et dispositif pour influer sur la force de contact d'au moins une roue de vehicule

Country Status (2)

Country Link
DE (1) DE102004054448A1 (fr)
WO (1) WO2006050831A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2986488A1 (fr) * 2012-02-08 2013-08-09 Peugeot Citroen Automobiles Sa Procede de reduction du diametre de braquage d'un vehicule et vehicule associe

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6283247A (ja) * 1985-10-08 1987-04-16 Nissan Motor Co Ltd 車両運動状態推定装置
EP0364965A2 (fr) 1988-10-18 1990-04-25 Nissan Motor Co., Ltd. Suspension active de véhicule automobile avec commande en fonction de l'angle de dérive pour améliorer la réponse de la direction
US5029892A (en) * 1989-03-31 1991-07-09 Aisin Seiki Kabushiki Kaisha Hydraulic suspension control device
FR2680139A1 (fr) * 1991-08-07 1993-02-12 Fichtel & Sachs Ag Dispositif pour influencer un composant de vehicule en fonction de l'acceleration transversale.

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03511A (ja) * 1989-05-29 1991-01-07 Fuji Heavy Ind Ltd 車高調整装置付車両の車高制御方法
JP2611449B2 (ja) * 1989-08-31 1997-05-21 日産自動車株式会社 能動型サスペンション
US5948027A (en) * 1996-09-06 1999-09-07 Ford Global Technologies, Inc. Method for enhancing vehicle stability
US6505108B2 (en) * 2000-03-01 2003-01-07 Delphi Technologies, Inc. Damper based vehicle yaw control
DE10330895A1 (de) * 2003-07-09 2005-02-17 Daimlerchrysler Ag Ausregelung von Geradeauslaufstörungen eines Kraftfahrzeugs

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6283247A (ja) * 1985-10-08 1987-04-16 Nissan Motor Co Ltd 車両運動状態推定装置
EP0364965A2 (fr) 1988-10-18 1990-04-25 Nissan Motor Co., Ltd. Suspension active de véhicule automobile avec commande en fonction de l'angle de dérive pour améliorer la réponse de la direction
US5029892A (en) * 1989-03-31 1991-07-09 Aisin Seiki Kabushiki Kaisha Hydraulic suspension control device
FR2680139A1 (fr) * 1991-08-07 1993-02-12 Fichtel & Sachs Ag Dispositif pour influencer un composant de vehicule en fonction de l'acceleration transversale.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 011, no. 289 (M - 625) 18 September 1987 (1987-09-18) *

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Publication number Publication date
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