WO1994008829A1 - Procede de reglage d'antiblocage - Google Patents

Procede de reglage d'antiblocage Download PDF

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Publication number
WO1994008829A1
WO1994008829A1 PCT/DE1993/000885 DE9300885W WO9408829A1 WO 1994008829 A1 WO1994008829 A1 WO 1994008829A1 DE 9300885 W DE9300885 W DE 9300885W WO 9408829 A1 WO9408829 A1 WO 9408829A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering angle
vehicle
lock control
determined
control method
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE1993/000885
Other languages
German (de)
English (en)
Inventor
Berend-Wilhelm Doden
Elmar MÜLLER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE4234456A external-priority patent/DE4234456C2/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to EP93919014A priority Critical patent/EP0663876A1/fr
Priority to JP6509496A priority patent/JPH08502005A/ja
Publication of WO1994008829A1 publication Critical patent/WO1994008829A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm

Definitions

  • the driving situation is improved with a simpler sensor system. Due to the physical relationships between circumferential and lateral forces, which are theoretically described by the model approach of the "Kamm circle", there is always a conflict of objectives between optimal adaptation when designing ABS control algorithms and in the application stage (determining the ratio of circumferential to lateral forces) given coefficient of friction and sufficient steering ability. Adequate steerability is not guaranteed, especially in dynamic steering maneuvers, especially on low friction values. This deficiency is due to the compromise-related determination of the working point A in the ⁇ slip curve (FIG. 1), which should be close to the maximum of the curve when driving straight ahead.
  • ⁇ 1 the calculated realizable by the vehicle
  • a variable that can be used in the ABS control algorithm represents the difference between the analog sensor signal ⁇ 2 of a steering angle sensor and the steering angle calculated from the above equation. Depending on the size of this difference, the operating point in the
  • the steering angle setpoint that can be implemented by the vehicle can also be determined using the following relationship:
  • This relationship represents the low-pass filtered signal of the analog steering angle ⁇ 2 .
  • the filter size FI is, on the one hand, a vehicle-specific size (e.g. depending on slip resistance, mass, etc.), but on the other hand depends to a large extent on the current vehicle speed and the increase in the steering angle d / dt. If the vehicle speed is known, it is usually possible to infer the current coefficient of friction with sufficient accuracy from the time derivative, as is known from.
  • the functional relationship between filter size FI and the above sizes can thus be stored in the computer in the form of a map or a parameterized curve.
  • the method just described represents a more cost-effective variant because the determination of the target steering angle ABS case is possible without additional sensors. The lack that the vehicle movement cannot be observed in the course of the control intervention must be accepted.
  • a particularly advantageous application of the invention results if a separate parameterization, if necessary different, is carried out for the front and rear axles, i.e. separate operating point shift is carried out.
  • the self-steering behavior oversteering and understeering of a motor vehicle in ABS regular operation can be influenced in a targeted manner.
  • the rate of increase of the analog steering angle signal is also included in the evaluation (e.g. additive or multiplicative), the response behavior can be significantly improved.
  • This measure also avoids a certain hypersensitivity of the response threshold.
  • the driver's request can be met more quickly via the information about the differential steering angle and its adaptivity, without being braked in the further course of braking.
  • FIG. 3 shows a block diagram of a brake pressure regulator.
  • a control unit 1 the speed signals v 1 and v 2 of the front wheels (sensors 2 and 3) and the speed signal of the rear wheels (sensor 4) are supplied.
  • the control unit 1 When the wheels lock, the control unit 1 generates brake pressure control signals from the wheel speed signals v 1 to v 3 according to known criteria, which brake pressure control devices 5 to 7 are supplied to vary the brake pressure.
  • a transverse acceleration sensor 8 and a steering angle sensor 9 are also provided.
  • the steering angle ⁇ 1 is calculated from the constants stored there, the lateral acceleration a q supplied, which can also be estimated, and the vehicle speed provided by the control unit 1 and determined from the wheel speeds.
  • the steering angle difference ( ⁇ 2 - ⁇ 1 ) is then formed in a difference former 11.
  • This difference is now used to shift the operating point in the direction of the arrow according to FIG. 2, the value of the difference being a measure of the shift.
  • the differential signal is used to lower the thresholds, the exceeding of which triggers a pressure reduction (blocks 12), so that the pressure reduction begins earlier when a differential angle signal is present.
  • Figure 4 shows a second embodiment of the invention; this figure is largely identical to Figure 3; which
  • ⁇ 1n is determined according to the relationship given above.
  • the current ⁇ 2, n at time n the stored ⁇ 1, n-1 (the calculated ⁇ 1 value at time n-1) and the
  • a sub-block 15 of the control unit 1 determines the vehicle speed. This value and the steering angle gradient determined in a block 16 are fed to block 14, in which the variable FI is stored as a curve for the specific vehicle and depending on the current vehicle speed and the steering angle gradient.
  • the Fl value supplied by block 14 is less than 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé de réglage d'antiblocage selon lequel la pression de freinage est modulée au niveau des roues en cas de tendance au blocage. La valeur réelle de l'angle de direction delta1 réalisée par le véhicule est calculée et la différence entre l'angle de direction delta2 effectivement réglé et mesuré et l'angle de direction delta1 déduit par calcul est obtenue. Cette différence (delta2 - delta1) sert à déplacer le point de fonctionnement sur la courbe de patinage mu en vue d'une amélioration de la stabilité latérale.
PCT/DE1993/000885 1992-10-13 1993-09-20 Procede de reglage d'antiblocage Ceased WO1994008829A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP93919014A EP0663876A1 (fr) 1992-10-13 1993-09-20 Procede de reglage d'antiblocage
JP6509496A JPH08502005A (ja) 1992-10-13 1993-09-20 アンチロック制御方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4234456.5 1992-10-13
DE4234456A DE4234456C2 (de) 1992-01-18 1992-10-13 Antiblockierregelverfahren

Publications (1)

Publication Number Publication Date
WO1994008829A1 true WO1994008829A1 (fr) 1994-04-28

Family

ID=6470332

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1993/000885 Ceased WO1994008829A1 (fr) 1992-10-13 1993-09-20 Procede de reglage d'antiblocage

Country Status (3)

Country Link
EP (1) EP0663876A1 (fr)
JP (1) JPH08502005A (fr)
WO (1) WO1994008829A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1989011409A1 (fr) * 1988-05-24 1989-11-30 Robert Bosch Gmbh Procede pour ameliorer la maitrise d'un vehicule freine
DE3919347A1 (de) * 1988-06-15 1990-02-15 Aisin Seiki Verfahren und vorrichtung zur regelung einer fahrzeugbewegung
EP0392164A2 (fr) * 1989-04-12 1990-10-17 Bayerische Motoren Werke Aktiengesellschaft Procédé pour relever la valeur de frottement entre la route et les pneus d'un véhicule
WO1991004891A1 (fr) * 1989-10-09 1991-04-18 Robert Bosch Gmbh Systeme de regulation du patinage
EP0444772A2 (fr) * 1990-01-25 1991-09-04 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif et procédé pour l'estimation de coefficient de friction d'une surface de chaussée
GB2242949A (en) * 1990-03-22 1991-10-16 Nissan Motor Braking force control apparatus
WO1993013969A1 (fr) * 1992-01-18 1993-07-22 Robert Bosch Gmbh Procede de regulation antiblocage______________________________

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1989011409A1 (fr) * 1988-05-24 1989-11-30 Robert Bosch Gmbh Procede pour ameliorer la maitrise d'un vehicule freine
DE3919347A1 (de) * 1988-06-15 1990-02-15 Aisin Seiki Verfahren und vorrichtung zur regelung einer fahrzeugbewegung
EP0392164A2 (fr) * 1989-04-12 1990-10-17 Bayerische Motoren Werke Aktiengesellschaft Procédé pour relever la valeur de frottement entre la route et les pneus d'un véhicule
WO1991004891A1 (fr) * 1989-10-09 1991-04-18 Robert Bosch Gmbh Systeme de regulation du patinage
EP0444772A2 (fr) * 1990-01-25 1991-09-04 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif et procédé pour l'estimation de coefficient de friction d'une surface de chaussée
GB2242949A (en) * 1990-03-22 1991-10-16 Nissan Motor Braking force control apparatus
WO1993013969A1 (fr) * 1992-01-18 1993-07-22 Robert Bosch Gmbh Procede de regulation antiblocage______________________________

Also Published As

Publication number Publication date
JPH08502005A (ja) 1996-03-05
EP0663876A1 (fr) 1995-07-26

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