WO2009053329A1 - Procédé et dispositif pour augmenter la sécurité d'un véhicule automobile dans une situation de conduite critique - Google Patents

Procédé et dispositif pour augmenter la sécurité d'un véhicule automobile dans une situation de conduite critique Download PDF

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Publication number
WO2009053329A1
WO2009053329A1 PCT/EP2008/064127 EP2008064127W WO2009053329A1 WO 2009053329 A1 WO2009053329 A1 WO 2009053329A1 EP 2008064127 W EP2008064127 W EP 2008064127W WO 2009053329 A1 WO2009053329 A1 WO 2009053329A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
motor vehicle
chassis
damping
ground clearance
Prior art date
Application number
PCT/EP2008/064127
Other languages
German (de)
English (en)
Inventor
Stefan Lueke
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 WO2009053329A1 publication Critical patent/WO2009053329A1/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
    • B60G17/016—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
    • B60G17/016—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
    • B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
    • 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
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/823—Obstacle sensing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B60G2800/242—Obstacle avoidance manoeuvre

Definitions

  • the document DE 103 37 640 A1 describes a motor vehicle with a pre-safe system.
  • the motor vehicle has a vehicle surroundings recognition device and a suspension and damping device arranged between a chassis and a body, which can be activated in response to signals which are picked up by the vehicle environment recognition device and evaluated in a data evaluation device.
  • the data evaluation device is linked to a control unit of an active suspension control activating the suspension and damping elements, by means of which a vehicle level adjustment predefined for the respective impact situation is carried out.
  • preventative protective measures are taken to better protect the occupants of collision-prone vehicles in the event of a crash. However, a collision is not prevented with these measures.
  • a method for increasing the safety of a motor vehicle in which an imminent collision of the motor vehicle with an environment object is determined on the basis of detected environmental data and determines an avoidance direction for an evasive maneuver becomes.
  • the motor vehicle has at least one active chassis element which supports the body of the motor vehicle relative to at least one wheel of the motor vehicle.
  • the method is characterized in that the chassis element is influenced as a function of the determined deflection direction.
  • the invention includes the idea of influencing the chassis of a motor vehicle with regard to an evasive maneuver as a function of the direction of evasion. This can be achieved that the driving stability of the vehicle is increased in view of the evasive maneuver, so that increases the probability of a successful evasive maneuver.
  • the suspension element which is influenced as a function of the deflection direction, is in particular a spring and damping element.
  • the chassis element is influenced before the motor vehicle begins the evasive maneuver in the determined direction of deviation.
  • a further embodiment of the method and the device provides that the avoidance maneuver comprises a curve whose direction is determined by means of the avoidance direction, wherein a chassis element, which is arranged on an outside of the vehicle side, is influenced differently than a chassis element which is on a vehicle interior side of the curve is arranged.
  • the chassis can be prepared for the requirements of the curve.
  • the driver's attention is directed to performing an evasive maneuver in a particular direction.
  • the driver will decide more quickly to perform an evasive maneuver to avoid the impending collision, which also increases the likelihood of a successful evasive maneuver.
  • the outside of the curve and / or the inside of the bend inside the vehicle are preferably determined on the basis of the direction of the curve or on the basis of the direction of evasion.
  • An associated embodiment of the method and the device is characterized in that the damping of a chassis element, which is arranged on the outside of the vehicle side, with respect to the damping of a suspension element, which is arranged on a curve-side vehicle side, is increased.
  • a further embodiment of the method and the device includes that a ground clearance of the vehicle is changed due to the influence of the chassis element.
  • a ground clearance of the vehicle is changed due to the influence of the chassis element.
  • An advantage of this development is that only one or more suspension elements must be influenced, which are arranged on one side of the vehicle, while a control of the suspension elements, which are arranged on the opposite side of the vehicle, can be omitted. This simplifies the adjustment of the chassis.
  • An alternative embodiment of the method and the device provides that chassis elements, which are arranged on a curve-side vehicle side, are influenced in opposite directions to chassis elements, which are arranged on a curve-inside vehicle sides.
  • a further development of the method and the device includes that a suspension element which is assigned to a front wheel of the motor vehicle is influenced differently than a suspension element which is assigned to a rear wheel of the motor vehicle.
  • a different difference of ground clearance and / or damping on a front and rear axle of the motor vehicle is set.
  • a further embodiment of the method and the device is characterized in that a damping of a spring movement of a suspension element, which is assigned to a rear wheel of the vehicle, is increased in relation to the damping of a spring movement of a suspension element which is assigned to a front wheel.
  • a ground clearance in the region of a rear wheel is increased compared to the ground clearance in the region of a front wheel.
  • Fig. 4 is a schematic block diagram of the driver assistance system for accident prevention in one embodiment
  • Fig. 5 is a schematic representation of an avoidance path of an evasive maneuver in one embodiment.
  • the chassis elements 104 include per se known suspension and damping elements.
  • the available travel determines the height or the ground clearance between the vehicle body 201 and the roadway on which the vehicle 101 moves.
  • the damping characteristic determines to what extent the spring movements of the chassis element 104 are damped.
  • the chassis elements 104 are in the present case designed as active elements that allow a change in the suspension travel and / or a change in the damping. Examples of such chassis elements 104, which can be used here, are air spring element and hydropneumatic spring elements, which are known per se to the person skilled in the art.
  • FIG. 3 shows by way of example a basic structure of a suitable active chassis element 104.
  • the chassis element 104 comprises a helical steel spring 308 which is arranged between the body 201 of the motor vehicle 101 and the corresponding wheel 102, 103.
  • a vibration damper 301 which includes an oil-filled cylinder 302 in which a piston 303 moves.
  • the piston 303 includes valves 304 through which the oil can flow.
  • the oil is in two oil chambers 305 and 306, which are separated from each other via the piston 303.
  • the piston 303 When the piston 303 is moved in the direction of the oil chamber 305, that is sprung, the oil flows from the oil chamber 305 through the valves 304 in the oil chamber 306.
  • the oil from the oil chamber 306 is pressed through the valves 304 into the oil chamber 305.
  • the oil is resisted by the valves 304. To overcome this resistance energy is needed, which is available as vibration energy of the motor vehicle 101.
  • the vibration energy is converted in particular into heat in the vibration damper, whereby a damping is achieved.
  • the opening cross section of the valves 304 can be changed, the influence on the damping behavior of the vibration damper 301 has.
  • a large opening of the valves 304 allows a fast flow of the oil through a low resistance.
  • the damping of the piston 303 is low, the damping does not seem so hard.
  • With small opening cross-sections of the valves 304 the resistance increases and the oil can flow only slowly. The movement of the piston 303 is more damped, the damping appears harder.
  • an air spring 311 is provided, the air connection 309 and the gas volume 310. If a change in the ground clearance of the motor vehicle 101 is required, air is passed through valves directly through the air port 309 in the gas volume 310 of the air spring 311 To increase the available travel or drained from it to reduce the travel.
  • the invention is in no way limited to the illustrated embodiment of the chassis elements 104, but can also be performed with other chassis elements 104, which allow a change in the ground clearance of the vehicle 101 and / or the damping behavior.
  • a hydraulic auxiliary spring can be used, which contains oil instead of air as the compression medium.
  • the steel spring 308 is dispensed with and an adjustable air or oil spring is provided, which takes over the suspension task alone.
  • the damping it is also possible, for example, to provide a mechanical damping system in which the vibration energy is converted via friction surfaces, in particular into friction energy.
  • the environmental sensor system 105 may include a video sensor whose detection range at least partially corresponds to the forward detection range 107 and whose signals enable a more accurate detection or classification of objects 106 in the environment of the vehicle 101.
  • a video sensor whose detection range at least partially corresponds to the forward detection range 107 and whose signals enable a more accurate detection or classification of objects 106 in the environment of the vehicle 101.
  • other environment sensors as well as combinations of several identical or different environment sensors can be used.
  • the environment sensor system 105 is in one embodiment part of a driver assistance system for collision avoidance and serves in this embodiment for detecting environmental objects 106 in the environment of the motor vehicle 101, which are in particular other motor vehicles or persons moving in the vicinity of the motor vehicle 101 .
  • the signals of the environmental sensor system 105 are used, on the one hand, to determine objects 106 with which the vehicle 101 is on a collision course.
  • a free space monitoring is carried out, in which it is checked whether an evasive maneuver can be carried out without collision in order to avoid accidents.
  • further detection areas in the lateral and / or rear surroundings of the vehicle 101 can also be covered by suitable environmental sensors for carrying out a free-space monitoring in order to carry out the free space monitoring.
  • the controller 404 alters the settings of the active chassis members 104 to adapt the chassis of the vehicle 101 to the evasive maneuver.
  • the control of the chassis elements 104 is carried out in dependence on the direction of avoidance, which has been determined in the decision device 402.
  • the vehicle 101 moves on an avoidance path 501, as illustrated by way of example in FIG. 5, in order to avoid a collision with an environment object 106.
  • the width 502 of the avoidance path 501 is determined, in particular, by the track width of the motor vehicle 101, which describes, for example, the distance of the front wheels 102 from one another.
  • the illustrated avoidance path 501 is divided into two sections A and B, in each of which a curve is traversed in different directions. The transition between the first section A and the second section B results from a change in the Radeinschlagwinkels the steerable vehicle wheels, ie the front wheels 102 of the vehicle 101.
  • the Radeinschlagwinkel changed during the transition from the first section A in the second section the sign indicating whether the front wheels 102 are turned to the right or to the left.
  • the control of the chassis elements 104 is oriented initially on the in the first section A of the avoidance path 501 traversed curve.
  • the vehicle side lying on the outer track radius 504 in this curve is also referred to as the outside of the vehicle on the other side. Accordingly, the vehicle side lying in the first section A on the inner track radius 503 is referred to as the inside of the vehicle turn.
  • a conventional suspension control can be made in order to improve the driving characteristics of the vehicle 101 during the evasive maneuver.
  • the chassis control can be performed in a manner known to those skilled in the art.
  • the control of the chassis elements 104 by the control device 404 which is performed before the actual beginning of the evasive maneuver, corresponds to a precontrol which has the aim of preparing the vehicle 101 for the avoidance maneuver.
  • the change in the setting of individual or all chassis elements 104 by the control device 404 preferably takes place after a possible evasive maneuver has been signaled by the decision device 402 and the avoidance direction has been determined.
  • an adaptation of the chassis elements 104 on a vehicle side In order to increase the ground clearance on the outside of the vehicle on the curve side of the vehicle on the inside of the curve, takes place in a Embodiment of the invention, an adaptation of the chassis elements 104 on a vehicle side.
  • the ground clearance on the outside of the vehicle side can be increased by the length of the chassis elements 104, which are arranged on the outside of the vehicle side, is increased by a corresponding control.
  • the decision as to which chassis elements 104 are actuated also depends, in particular, on the design of the active chassis elements 104 present in the motor vehicle 101. If the chassis elements 104 can be lowered faster than set up, the adaptation takes place on the inside of the vehicle side of the motor vehicle 101. If the chassis elements 104 can be set up rather than lowered, the adaptation accordingly takes place on the outside
  • the chassis elements 104 on both sides of the vehicle in order to increase the ground clearance on the curve-outer side of the vehicle relative to the ground clearance on the inside of the vehicle on the inside of the curve.
  • the ground clearance on the outside of the vehicle is increased by the length of the chassis elements 104, which are arranged on the outside of the vehicle side, is increased by a corresponding control.
  • the chassis elements 104 on the inside of the vehicle turn side are driven in opposite directions. This means that the length of the chassis elements 104, which are arranged on the inside of the vehicle inside the turn, is reduced by a corresponding control.
  • the damping of the chassis on the outside of the vehicle on the outside can also be increased in relation to the damping on the inside of the vehicle on the inside of the curve such that the damping is adapted to the chassis elements 104 on both sides of the vehicle.
  • the damping on the outside of the vehicle is increased.
  • the chassis elements 104 on the inside of the vehicle turn side are driven in opposite directions. This means that the damping of the chassis elements 104, which are arranged on the inside of the vehicle inside the turn, is reduced by a corresponding control. Also in terms of damping can be achieved by such an opposite control of the chassis elements 104 on both sides of the vehicle usually an even better handling.
  • the speed of the suspension adjustment can be increased if necessary, since the damping must be changed to a lesser extent, as in a one-sided suspension adjustment.
  • the adaptation of the damping can be carried out additionally or alternatively to the adaptation of the ground clearance. If both an adjustment of the ground clearance and the damping provided, in each case either a two-sided or a one-sided adjustment of the suspension elements 104 can be made with respect to both sizes.
  • the type of adaptation may be the same or different for the adaptation of the ground clearance and the damping.
  • the control device 404 can adjust the driving works elements 104 on the front axle of the vehicle 101 and on the rear axle of the vehicle 101 in the same way. That is, the ground clearance and / or the damping is changed in both chassis elements 104 of a vehicle side in the same way. Likewise, however, it can also be provided that ground clearance and / or damping of the chassis elements 104 of a vehicle side are changed in different ways. In addition to the intended increase in ground clearance or the damping on the outside of the vehicle side with respect to the ground clearance or the damping of the inside of the vehicle side, this results in a difference in ground clearance and damping on the front and rear axles.
  • a greater difference between the ground clearance and / or the damping on the outside of the bend and the inside of the bend inside the vehicle is set at the front axle than at the rear axle.
  • Such a suspension adaptation can counteract the understeer of the vehicle 101, in which the vehicle 101 does not follow the desired curve but "pushes over the front wheels 102."
  • a chassis adjustment is made when the motor vehicle 101 exhibits a tendency to understeer due to its design Depending on the extent of Untermatitendenz, while the difference between the ground clearance and / or Damping on the front axle and the rear axle selected.
  • a suitable value is preferably determined in driving tests.
  • a greater difference between the ground clearance and / or the damping on the outside of the curve and the inside of the curve on the rear axle can also be set on the rear axle than on the front axle.
  • an oversteering of the vehicle 101 can be counteracted, in which the vehicle 101 tends to turn too much into the curve, so that the rear can break away.
  • a suspension adjustment is made when the motor vehicle 101 shows a design for a tendency to oversteer.
  • the difference between the ground clearance and / or damping at the front axle and the rear axle can be suitably selected.
  • a suitable value is preferably again determined in driving tests.
  • the suspension adaptation described above makes it possible to prepare the chassis of the vehicle 101 for the evasive maneuver even before the start of an evasive maneuver to avoid collision.
  • the described chassis adaptation can also be provided in the case of an automatically controlled evasive maneuver.
  • the avoidance maneuver is controlled by a control unit which calculates the avoidance path 501 as a function of the detected environment data and controls the vehicle 101 along the calculated avoidance path.
  • the vehicle 101 comprises a steering actuator that can be controlled by the control unit, which makes it possible to set or change the wheel steering angle on the steerable vehicle wheels independently of the driver's specifications.

Abstract

L'invention concerne un procédé pour augmenter la sécurité d'un véhicule automobile (101), selon lequel on détermine, à l'aide de données détectées d'une zone environnante, une menace de collision du véhicule automobile (101) avec un objet de la zone environnante, et on définit une direction d'évitement pour une manœuvre d'évitement, sachant que le véhicule automobile (101) présente au moins un élément actif de suspension (104) qui soutient la carrosserie du véhicule automobile (101) par rapport à au moins une roue (102 ; 103) du véhicule automobile (101). Selon l'invention, on agit sur l'élément de suspension (104) en fonction de la direction d'évitement définie. On peut ainsi accroître la stabilité de marche pendant la manœuvre d'évitement. L'invention concerne en outre un dispositif convenant pour la mise en œuvre du procédé.
PCT/EP2008/064127 2007-10-22 2008-10-20 Procédé et dispositif pour augmenter la sécurité d'un véhicule automobile dans une situation de conduite critique WO2009053329A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007050753 2007-10-22
DE102007050753.6 2007-10-22

Publications (1)

Publication Number Publication Date
WO2009053329A1 true WO2009053329A1 (fr) 2009-04-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/064127 WO2009053329A1 (fr) 2007-10-22 2008-10-20 Procédé et dispositif pour augmenter la sécurité d'un véhicule automobile dans une situation de conduite critique

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Country Link
DE (1) DE102008052131B4 (fr)
WO (1) WO2009053329A1 (fr)

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CN115257666A (zh) * 2022-08-03 2022-11-01 福建福大北斗通信科技有限公司 一种基于北斗定位的综合预警系统及诊断方法

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DE102009020278A1 (de) * 2009-05-07 2010-11-11 Continental Safety Engineering International Gmbh Fahrzeug mit ausfahrbarer Tür zum Insassenschutz
CN103507710A (zh) * 2013-10-12 2014-01-15 芜湖开瑞金属科技有限公司 汽车底盘防刮安全报警器
DE102019110228B4 (de) * 2019-04-18 2021-06-10 Bayerische Motoren Werke Aktiengesellschaft Belegungsbestimmung von Sitzplätzen an Bord eines Kraftfahrzeugs
WO2023066488A1 (fr) * 2021-10-21 2023-04-27 Jaguar Land Rover Limited Système et procédé de commande pour suspension de véhicule

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WO2002053398A1 (fr) * 2000-12-30 2002-07-11 Robert Bosch Gmbh Systeme de commande d'une barre antiroulis accouplee dans une automobile
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WO2002053398A1 (fr) * 2000-12-30 2002-07-11 Robert Bosch Gmbh Systeme de commande d'une barre antiroulis accouplee dans une automobile
EP1251051A1 (fr) * 2001-04-20 2002-10-23 Fuji Jukogyo Kabushiki Kaisha Procédé et dispositif de commande pour véhicule
EP1251060A2 (fr) * 2001-04-20 2002-10-23 Fuji Jukogyo Kabushiki Kaisha Appareil et méthode pour la commande d'un véhicule
WO2003005325A1 (fr) * 2001-07-06 2003-01-16 Volkswagen Systeme d'assistance de conducteur
DE10337620A1 (de) * 2003-08-16 2005-03-10 Daimler Chrysler Ag Kraftfahrzeug mit einem Pre-Safe-System
US20050068224A1 (en) * 2003-09-25 2005-03-31 De Mersseman Bernard Pre-crash nose dipping system

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115257666A (zh) * 2022-08-03 2022-11-01 福建福大北斗通信科技有限公司 一种基于北斗定位的综合预警系统及诊断方法

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