WO2007054500A1 - Procede et dispositif pour stabiliser un vehicule automobile - Google Patents

Procede et dispositif pour stabiliser un vehicule automobile Download PDF

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Publication number
WO2007054500A1
WO2007054500A1 PCT/EP2006/068193 EP2006068193W WO2007054500A1 WO 2007054500 A1 WO2007054500 A1 WO 2007054500A1 EP 2006068193 W EP2006068193 W EP 2006068193W WO 2007054500 A1 WO2007054500 A1 WO 2007054500A1
Authority
WO
WIPO (PCT)
Prior art keywords
roll
front axle
axle
rear axle
determined
Prior art date
Application number
PCT/EP2006/068193
Other languages
German (de)
English (en)
Inventor
Zhenfu Chen
Stefan Fritz
Matthias Muntu
Original Assignee
Continental Teves Ag & Co. Ohg
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 Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2007054500A1 publication Critical patent/WO2007054500A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • 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
    • B60G17/0152—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 action on a particular type of suspension unit
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a method for stabilizing a motor vehicle with a chassis which comprises a front axle and a rear axle and in each case an active roll stabilizer on the front axle and on the rear axle.
  • the invention further relates to a device for stabilizing a motor vehicle, which is suitable for carrying out the method.
  • Roll stabilization systems which support the construction of a vehicle when cornering with respect to the wheels and thus counteract rolling movements of the vehicle body. These systems use active roll stabilizers in order to exert rolling counteracting roll counteracting moments on the vehicle body. As active roll stabilizers torsional stabilizers and active chassis are known
  • the primary objective of roll stabilization is to reduce rolling movements of the superstructure as much as possible, thereby increasing ride comfort. It is also known that the self-steering behavior of the vehicle can be influenced by a suitable division of the supported rolling moment on the vehicle axles. The reason for this is the influence of the wheel load differences on the axles and the resulting changes tion of the lateral forces acting on the axles. By means of suitable control of the roll stabilizers, roll movements of the structure can thus be minimized and, at the same time, influence on the driving state can be taken. In particular, the stability of the vehicle can be increased by a suitable control of the roll stabilizers. At least partially, thereby comfort-reducing control interventions such as in particular brake interventions of a vehicle dynamics controller, which are executed to stabilize the vehicle can be avoided.
  • this object is achieved by a method for stabilizing a motor vehicle having the features of patent claim 1 and by a device for stabilizing a motor vehicle having the features of patent claim 12.
  • an apparatus for stabilizing a motor vehicle having a vehicle body and a chassis with a front axle and a rear axle is provided, which in each case comprises an active roll stabilizer on the front axle and on the rear axle.
  • the device also includes:
  • a calculation device which is set up to determine a lateral force acting on the front axle and / or a lateral force acting on the rear axle
  • a roll stabilization device which is designed to determine a roll counter-torque which is directed counter to a rolling movement of the vehicle body, -
  • a control device which is adapted to determine each one Wankkontermoment for the front axle and for the rear axle by dividing the Alterwankkonter- moments on the front axle and the rear axle, wherein the division depending on a sign of at least one of the determined lateral forces feasible is and
  • a control device which is adapted to the active anti-roll bar on the front axle
  • the invention has the advantage that side forces acting on the front axle and / or on the rear axle are determined and the distribution of the total torque counter torque for the front and rear axles is determined as a function of at least one of the determined lateral forces. Since the lateral forces on the axes are used precisely to determine the magnitudes of each other through the division of the roll countercurrent moment for determining the fractions of the roll counter moments for the front and rear axles, a reliable actuation of the active roll stabilizers with respect to FIG Stabilization of the driving condition achieved.
  • the sign of the side force in the invention as usual indicates the direction of the lateral force with respect to the vehicle longitudinal axis and is either positive or negative.
  • the lateral force can be directed either to the left or to the right on an axis, which can be expressed for example by a positive or negative sign of the lateral force.
  • the lateral force acting on the front axle and / or the lateral force acting on the rear axle is compared with a yaw rate deviation between a detected yaw rate of the vehicle and a reference yaw rate of the vehicle, and that the roll countermonomes - be determined for the front axle and for the rear axle depending on the result of the comparison.
  • a further refinement of the method and the device includes determining a greater roll counterforce for the front axle than for the rear axle, if in addition the side force acting on the rear axle has the same sign as the lateral force acting on the front axle.
  • a refinement of one or both of the abovementioned embodiments includes determining a roll counter torque corresponding to the total roll counterforce for the front axle.
  • the proportion of the total roll counterpoint determined for the front axle corresponds to the full total roll counter torque; the fraction determined for the rear axle is zero.
  • the situation described is an understeer situation in which the vehicle can be stabilized by reducing the lateral force on the rear axle.
  • a greater proportion of the total roll counter torque is advantageously determined for the rear axle than for the front axle.
  • a further embodiment of the method and the device provides that a smaller roll counter torque is determined for the front axle than for the rear axle, in addition, if the lateral force acting on the rear axle has the same sign as the lateral force acting on the front axle.
  • the driving condition may not be stabilized by a reduction in lateral force on the rear axle. Therefore, the aforementioned condition is advantageously checked.
  • a refinement of one or both of the aforementioned embodiments includes determining a roll counter moment corresponding to the total roll counterpoint for the rear axle.
  • the proportion of the total roll counterpoint determined for the rear axle corresponds to the full total roll counter-torque; the fraction determined for the front axle is zero.
  • thereby acting on the vehicle body roll torque is supported as far as possible on the rear axle.
  • the vehicle can be stabilized particularly effectively in the described understeer situation.
  • An embodiment of the method and the device further provides that the same roll counter moments are determined for the front axle and the rear axle when the lateral force acting on the front axle and the lateral force acting on the rear axle have different signs.
  • the total roll counter torque in an understeer situation is advantageously split equally into the front axle and the rear axle to stabilize the vehicle.
  • control device is part of a driving state control system, which contains at least one further driving dynamics controller in addition to the control device.
  • An embodiment of the method and the device includes that the roll stabilization device is not part of the driving state control system.
  • the functionality of an external roll stabilization device can thus also be integrated into a vehicle dynamics control system.
  • an external roll stabilization device which, as part of a roll stabilization basic function, determines a total roll countervailing moment counter to the roll motion in order to increase the ride comfort.
  • a computer program product that defines an algorithm that includes a method of the kind previously described.
  • FIG. 1 is a schematic representation of a vehicle, each with an active roll stabilizer on the front and rear axle,
  • FIG. 2 is a schematic block diagram of a vehicle stabilization system.
  • 3 is a schematic block diagram of a module of the vehicle stabilization system for performing a basic roll stabilization function; 4 shows a diagram with side-force wheel load characteristics for different slip angles,
  • 5 is a diagram in which the sum side force of an axle is plotted against the wheel load difference for different slip angles
  • 8b is an illustration of a second driving situation to illustrate a control strategy
  • FIG. 10 shows a schematic block diagram of a roll control module of the vehicle stabilization system in a further embodiment. Representation of embodiments
  • a two-axle vehicle 101 is shown schematically.
  • the vehicle 101 has a front axle 102 to which a left front wheel 103L and a right front wheel 103R are attached, and a rear axle 104 to which a left rear wheel 105L and a right rear wheel 105R are attached.
  • a front active roll stabilizer 106 is arranged on the front axle 102 and a rear active roll stabilizer 107 on the rear axle 104.
  • the active roll stabilizers 106, 107 are active rotational stabilizers in a favorable embodiment.
  • a torsion stabilizer usually consists essentially of a twistable rod with two bent ends, which are clamped to opposite stub axles of an axle 102, 104.
  • the twistable portion is rotatably mounted on the vehicle frame.
  • the Drehstabili- sator Upon compression of only one wheel of the axle 102, 104 or at the same time rebounding of the other wheel, the Wheelstabili- sator transmits a force acting on the one suspension, which depends on the actual spring travel, the other suspension of the axle 102, 104th As a result, rolling movements of the vehicle body are reduced.
  • the bar For an active anti-roll bar 106, 107, the bar is split. Between the two parts, an actuator 108, 109 is arranged, which allows to twist the two parts in one or the other direction of rotation against each other.
  • the actuator 108, 109 is usually a hydraulic swing motor.
  • the control unit 110 includes a roll stabilization system in which, in particular, a roll stabilization basic function is carried out.
  • the control unit 111 is in a data connection with the control unit 110 and preferably comprises a driving status control system.
  • the control units 110, 111 contain a memory in which software for performing the corresponding functions is stored, which is executable within the control units 110, 111. In an embodiment, it may also be provided that all functions are integrated in one control unit.
  • FIG. 2 A favorable embodiment of the overall system is illustrated in FIG. 2 in a schematic representation on the basis of a block diagram.
  • the system comprises, as mentioned above, the roll stabilization system 201 and the driving state control system 202.
  • this is modular and comprises a driving dynamics controller 203 and a roll control module 204, which are in communication with each other.
  • the vehicle dynamics controller 203 can be designed, for example, as an ESP controller (ESP: Electronic Stability Program) known per se to a person skilled in the art.
  • ESP Electronic Stability Program
  • the driving state control system 202 may include other modules such as a brake slip control (ABS: anti-lock braking system) or a traction control system (ASR).
  • ABS brake slip control
  • ASR traction control system
  • the roll stabilization system 201 comprises a module 205 for executing a basic roll stabilization function and an actuator control 206 for controlling the actuators of the active roll stabilizers 106, 107.
  • the actuator control 206 sets the control current for the valves of the swing motors, for example the active roll stabilizers 106, 107 ready.
  • the actuator controller 206 also transmits information I to the driving state control system 202, which in particular contains limit values for the roll counter moments which are currently adjustable by means of the active roll stabilizers 106, 107.
  • wheel load differences are exchanged as manipulated variables via the interfaces of the system components.
  • the wheel load differences are proportional to Wankkontermomenten so that also torque interfaces can be provided.
  • torsional moments of the rotational stabilizers or pressures for acting on the rotational stabilizers can also be exchanged via the interfaces. These quantities are also proportional to the roll counter moments.
  • a desired total wheel load difference AF Z ARC is determined in the module 205, which corresponds to a total roll counter torque which is to be set by means of the active roll stabilizers 106, 107.
  • FIG. 3 shows a schematic block diagram of the module 205 in an embodiment in which the desired total wheel load difference AF Z ARC is determined in the block 301.
  • a rolling moment acting on the vehicle 101 is determined on the basis of the transverse acceleration a y measured by means of a lateral acceleration sensor or determined from other measured variables in a vehicle model.
  • the roll angle of the vehicle body which is measured, for example, by means of a corresponding sensor, is compared with an authorized roll angle as a function of the lateral acceleration a. If the roll angle exceeds the value permitted for the present lateral acceleration, then a total roll counter torque for compensating or minimizing the rolling movements of the vehicle body is determined, which corresponds to the desired total wheel load difference AF Z ARC between the right and left vehicle wheels.
  • the module 205 additionally contains a block 302, in which the desired overall wheel load difference AF Z ARC is divided between the front axle 102 and the rear axle 104.
  • a wheel load difference AF zF ARC for the front axle 102 and a wheel load difference AF zRARC for the rear axle 104 are determined as a function of the vehicle speed, the wheel load difference ⁇ F zi? ARC corresponds to a first portion of the target Intelradlastdifferenz AF Z ARC and the wheel load difference AF zRARC the remaining portion of the target Intelradlastdifferenz AF Z ARC .
  • a factor X is determined by O ⁇ X ⁇ 1, and the following applies:
  • wheel load differences ⁇ F zF GCC for the front axle 102 and ⁇ F zRGCC for the rear axle 104 are calculated according to the present driving situation and in dependence on the wheel load differences AF zF ARC and AF zRARC .
  • wheel load differences AF zP GCC and AF zP ARC and the wheel load differences AF zRGCC and AF zRARC which is carried out at the addition points 207, 208, the target wheel load difference AF zF req for the Front axle 102 and the target wheel load difference .DELTA.F Z ⁇ reg for the rear axle 104.
  • the target wheel load differences are then set by means of the actuator control 206 to the active roll stabilizers 106, 107.
  • the currently set wheel load differences determined, for example, on the basis of the valve control current are denoted by ⁇ F zF act and ⁇ F zRact in FIG. 2 and form input variables of the vehicle state control system 202.
  • the desired wheel load difference ⁇ F zi? Reg and ⁇ F Z ⁇ reg correspond substantially to a distribution of the target total wheel load difference AF Z ARC to the axles 102, 104, which is changed in comparison with the distribution determined in the block 302.
  • block 302 waived and the division of the target Intelradlastdifferenz AF Z ARC on front axle 102 and rear axle 104 are made exclusively by the roll control module 204.
  • the division of the desired total wheel load difference AF Z ARC undertaken in the roll control module 204 is based on the following findings:
  • the side force F 1 of the wheel load F z and the slip angle CC which is also illustrated in Figure 4 based on a side force wheel load diagram. From Figure 4 it can be seen that the lateral force F as a function of the wheel load F z at a constant slip angle CC has a degressive course. Due to this process, the sum F F v of the lateral forces F of the wheels of an axle 102, 104 with a certain axle load is maximum when the wheel loads F of both wheels are equal.
  • FIG. 5 shows a diagram in which the sum the lateral forces of an axle 102, 104 as a function of the wheel load difference .DELTA.F z of the wheels of the axle 102, 104 for different slip angles OC is shown.
  • This diagram shows the relationship shown.
  • the lateral force F on an axle 102, 104 is maximum when the wheel loads F z of both wheels are the same, and becomes smaller if the wheel loads F z on the two wheels are unequally distributed.
  • This can be changed by an intentional change in the wheel loads F 2 on the wheels of an axle 102, 104, the side force F on an axle 102, 104 and thus influence the driving dynamics of the vehicle 101 are taken.
  • This knowledge makes use of the invention by selectively varying wheel load differences AF 2 on the axles 102, 104 by means of the roll stabilizers 106, 107 in order to increase the stability of the driving state.
  • the two roll stabilizers 106, 107 must absorb the total roll moment acting on the vehicle body.
  • the total roll moment M x during a rolling movement of the vehicle body results from the total wheel load change ⁇ F zTotal of the right-hand vehicle wheels 103R, 105R and the magnitude-equal total wheel load change of the left-hand vehicle wheels 103L, 105L.
  • s denotes the track widths of front axle 102 and rear axle 104, which are assumed to be the same here Lateral acceleration of the vehicle 101, m the vehicle mass and h sp the height of the center of gravity SP of the vehicle 101.
  • the total roll moment M x may be supported at arbitrary rates by the roll stabilizer 106 of the front axle 102 or the roll stabilizer 107 of the rear axle 104 by adjusting a corresponding roll counter torque.
  • a change in the division does not cause rolling motion.
  • the following strategy for stabilizing the vehicle 101 is followed by a suitable roll counter torque distribution:
  • the current actual behavior of the vehicle 101 is taken into account on the basis of the measured by a yaw rate sensor Istgierrate ⁇ Mes .
  • the nominal behavior is described by a reference yaw rate ⁇ re / , which is determined in a manner was calculated within a vehicle model.
  • the calculation of the steering angle set by the driver and measured by means of a steering angle sensor is based on the steerable wheels of the vehicle 101 and the vehicle speed set by the driver.
  • lateral force F yF at the front axle 102 and the lateral force F yR at the rear axle 104 are calculated model-based.
  • J z denotes the moment of inertia of the vehicle 101 with respect to its vertical axis (yaw axis), l F measured in the vehicle longitudinal direction distance between the front axle 102 and the vehicle center of gravity SP and l R measured in the vehicle longitudinal direction distance between the rear axle 104 and the vehicle center of gravity SP.
  • the sum l F + l R ent ⁇ speaks the wheelbase / of the vehicle 101.
  • the patent mentioned parameters are partially illustrated in FIG. 7
  • the yaw acceleration ⁇ Mes results as a derivative of the measured yaw rate ⁇ Mes
  • the lateral acceleration a y is measured, for example, by means of a lateral acceleration sensor. From equations 5a and 5b it follows:
  • the lateral forces F yF and F yR have positive signs in accordance with the usual sign convention for the lateral acceleration a and the yaw rate, if they point to the left with respect to the direction of travel and negative signs when they point to the right with respect to the direction of travel.
  • a target wheel load difference AF 2P ⁇ 9 of 100% of the target total wheel load difference ⁇ F z ⁇ RC determined in the module 205 is determined for the front axle 102.
  • FIG. 8b illustrates the situation in which F F and F R have the same sign and ⁇ the opposite sign (Case 2).
  • an increase in the side force F F on the front axle 102 and a decrease in the side force F R on the rear axle 104 lead to a stabilization of the driving state.
  • the total torque M x is supported as much as possible on the rear axle 104.
  • the wheel load difference AF zF at the front axle 102 becomes smaller and the wheel load difference ⁇ F z ⁇ at the rear axle 104 becomes greater.
  • a target wheel load difference ⁇ F zFreq of 0% of the target total wheel load difference AF Z ARC determined in the module 205 is determined for the front axle 102.
  • AF zf ßCC Distr _ Front ⁇ (AF ZF ARC + AF zR ARC ) - AF zF ARC (7a)
  • the desired wheel load differences ⁇ F zi? Reg and ⁇ F Z ⁇ reg are calculated from the wheel load differences AF zF ARC and AF zRARC on the basis of equations 8a and 8b.
  • the vehicle control by means of the roll control module 204 is preferably only then released when the
  • FIG. 10 shows a schematic block diagram of the roll control module 204 in a further embodiment, in which only a case distinction between two traps is carried out.
  • the sign of the lateral force F F at the front axle 102 is compared with the sign of the yaw rate difference ⁇ .
  • the side force F F is first calculated in the situation recognition block 1001 on the basis of equation 6a. Then it is checked whether the product F yF - ⁇ is greater than zero. If this is the case, there is a situation similar to the oversteering situation illustrated in FIG.
  • a target wheel load difference AF zF req of Distr Front 100% of the setpoint determined in the module 205.
  • Req Flag Another input size of this block is a flag (Req Flag), which is activated by an activation logic in block 1004 is determined and takes the value 0 or 1.
  • block 1004 it is checked whether the yaw rate difference ⁇ is greater than a threshold value Dpsi Schw, whether the lateral acceleration is greater than a threshold value Ay_Schw and whether the vehicle reference speed v ref is greater than a threshold value V_Schw. If these three conditions are fulfilled, the value of the flag is set to 1; otherwise Req_Flag has the value 0.
  • the roll control in the module 204 can be deactivated by the size ARC_Disable of external control units. If this value is 1, the Req flag is also set to 0.
  • Req_Flag 1
  • the wheel load differences .DELTA.F zF ctrt and .DELTA.F ZRctr i au f f values are limited, which can be set by means of the active Wanksta ⁇ bilisatoren 106, 107 currently.
  • the information I provided by the actuator control 206 is used.
  • the vehicle 101 can be stabilized in a comfortable manner by driving the active roll stabilizers 106, 107.
  • the illustrated stabilization function is flanked by further stabilization functions.
  • the further functions can be performed, for example, by means of the vehicle dynamics controller 203 and provide for the stabilization of the vehicle 101 on the basis of brake and / or steering interventions. Through the When the vehicle dynamics controller 203 and the roll control module 204 are connected, the interventions of both systems can be coordinated with each other.
  • the activation thresholds of the vehicle dynamics controller 203 can be increased when the roll control module 204 is active, so that in particular the uncomfortable braking interventions for the drivers are only made with a higher criticality of the driving state and the vehicle 101 is first stabilized by means of the roll control module 204.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'objectif de cette invention est de stabiliser un véhicule dans des situations de roulage, dans lesquelles des mouvements de roulis de la carrosserie du véhicule sont observés, à l'aide d'une logique mathématique la plus simple possible. A cet effet, l'invention concerne un procédé pour stabiliser un véhicule (101) à l'aide de barres antiroulis actives (106, 107) sur l'essieu avant (102) et l'essieu arrière (104), procédé selon lequel une force latérale (FyF ; FyR) s'exerçant sur l'essieu avant et/ou l'essieu arrière est déterminée. Un couple antagoniste de roulis total (ΔFz,ARC) s'opposant à un mouvement de roulis de la carrosserie du véhicule est également déterminé. Des couples antagonistes de roulis (ΔFzF,req ; ΔFzR,req) pour les essieux avant et arrière, à l'action desquels les barres antiroulis actives sont soumises, sont ensuite déterminés en fonction d'un signe de la force latérale déterminée (FyF ; FyR) par une division du couple antagoniste de roulis total (ΔFz,ARC). Ladite invention concerne également un dispositif approprié pour la mise en oeuvre dudit procédé.
PCT/EP2006/068193 2005-11-11 2006-11-07 Procede et dispositif pour stabiliser un vehicule automobile WO2007054500A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE102005054278 2005-11-11
DE102005054278.6 2005-11-11
DE102006008128.5 2006-02-20
DE102006008128 2006-02-20
DE102006052698.8 2006-11-07
DE102006052698A DE102006052698A1 (de) 2005-11-11 2006-11-07 Verfahren und Vorrichtung zum Stabilisieren eines Kraftfahrzeugs

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WO2007054500A1 true WO2007054500A1 (fr) 2007-05-18

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WO (1) WO2007054500A1 (fr)

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FR2934814A1 (fr) * 2008-08-06 2010-02-12 Renault Sas Procede et systeme de commande des actionneurs d'un dispositif antiroulis bi-train.
EP2397348A1 (fr) * 2009-02-16 2011-12-21 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de stabilisateur pour véhicule
CN113370737A (zh) * 2020-02-25 2021-09-10 通用汽车环球科技运作有限责任公司 可变轮胎横向载荷转移分布
DE102009007357B4 (de) 2009-02-04 2024-01-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Ansteuerung eines aktiven Fahrwerks eines zweiachsigen zweispurigen Kraftfahrzeugs

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JP4285343B2 (ja) 2004-07-07 2009-06-24 トヨタ自動車株式会社 車輌のロール剛性制御装置
JP4670800B2 (ja) * 2006-11-30 2011-04-13 トヨタ自動車株式会社 車両のロール剛性制御装置
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