WO2006010505A2 - Procede et dispositif pour empecher le retournement d'un vehicule - Google Patents

Procede et dispositif pour empecher le retournement d'un vehicule Download PDF

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Publication number
WO2006010505A2
WO2006010505A2 PCT/EP2005/007764 EP2005007764W WO2006010505A2 WO 2006010505 A2 WO2006010505 A2 WO 2006010505A2 EP 2005007764 W EP2005007764 W EP 2005007764W WO 2006010505 A2 WO2006010505 A2 WO 2006010505A2
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WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
determining
delta
yaw rate
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/EP2005/007764
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German (de)
English (en)
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WO2006010505A3 (fr
Inventor
Imre Boros
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of WO2006010505A2 publication Critical patent/WO2006010505A2/fr
Anticipated expiration legal-status Critical
Publication of WO2006010505A3 publication Critical patent/WO2006010505A3/fr
Ceased legal-status Critical Current

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    • 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
    • B60G17/0195—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
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • 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
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/241—Lateral vehicle inclination
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60T8/241—Lateral vehicle inclination
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    • 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
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/246—Change of direction
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/04—Control of vehicle driving stability related to roll-over prevention
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
    • G01G19/086—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles wherein the vehicle mass is dynamically estimated
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/07—Off-road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/208—Speed of wheel rotation
    • 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
    • B60G2400/60—Load
    • 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
    • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
    • 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
    • B60G2600/60—Signal noise suppression; Electronic filtering 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
    • B60G2800/21—Traction, slip, skid or slide control
    • B60G2800/215—Traction, slip, skid or slide control by applying a braking action on each wheel individually
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60G2800/90—System Controller type
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    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9124—Roll-over protection systems, e.g. for warning or control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2800/92—ABS - Brake Control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60G2800/97—Engine Management System [EMS]
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2240/00—Monitoring, detecting wheel/tyre behaviour; counteracting thereof
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2540/00—Input parameters relating to occupants
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Definitions

  • the invention relates to a method and a device for tilt stabilization of a vehicle. Furthermore, a vehicle equipped with a device according to the invention or designed to carry out the method according to the invention is proposed.
  • vehicle dynamics controls, special tilting controls or the like are installed in vehicles of newer generations. These devices prevent the vehicle from overturning when cornering, for example, when a critical lateral acceleration limit is exceeded.
  • these systems are optimized for an average load condition of the vehicle. In the field of passenger cars, this is possible without any problems since the vehicles have a comparatively low payload in relation to their total weight.
  • the center of gravity is essentially constant. Accordingly, the control systems for a passenger car can be adjusted relatively well. In the area of trucks - with and without trailers - this is not possible in this form. In relation to the tare weight, a relatively large payload is possible. Furthermore, differences in the center of gravity are possible within wide limits.
  • the limit values are set too generously, the stabilization system does not provide adequate protection against overturning of the vehicle. However, if the limit values are set too narrowly, the tilt prevention or stabilization systems intervene too early, so that the driving dynamics of the vehicle are unnecessarily restricted.
  • EP 0 918 003 A2 proposes inter alia to consider the dynamic radii of the wheels of the vehicle.
  • the dynamic rolling radii of the outer and inner wheel are different when cornering.
  • EP 918 003 A2 proposes to calculate the dynamic rolling radii of the outside and inside radii on the basis of the track of the vehicle, the forward speed, the speed of the respective wheel and the yaw rate.
  • braking interventions are performed in the presence of a tendency to tilt.
  • a vehicle which has a driving dynamics control or a tilt control
  • some sensors are already present, in particular speed sensors on the wheels, a system for determining the driving speed and a yaw rate sensor.
  • a method according to the technical teaching of claim 1 is proposed. Furthermore, a device according to the invention, which has means for carrying out the method according to the invention, as well as a vehicle that is equipped with a device according to the invention or with means for carrying out the method according to the invention are proposed.
  • a basic idea of the invention is to use the sensors already present in a vehicle, in particular a motor vehicle and / or its trailer, for example a lorry or passenger car, in order to determine a tilting limit of the vehicle, which is dependent on a current load state of the vehicle varied. Furthermore, the invention is based on the finding that in conventional cornering, the effective wheel radius of a wheel that is more or less loaded by the cornering is substantially linearly dependent on the wheel load, so that a proportional factor for determining a load-dependent effective Wheel radius of a tire of the vehicle when cornering Fest ⁇ can be laid.
  • the wheel load displacement value is determined on the basis of the rotational speeds of a wheel on the inside of a bend and a wheel on the outside, the yaw rate, the driving speed of the vehicle and the proportional factor.
  • the wheel load displacement value which is expediently a wheel load difference value which describes a difference of the wheel loads acting on the curve wheel and the wheel on the outside, is eg sent to a device for stabilizing the vehicle, eg a vehicle dynamics control device, a tilt prevention device (US Pat. FDR), an electropneumatic brake (EPB) or the like, which stabilizes the vehicle optimally matched to the respective load on the basis of the wheel load displacement value.
  • the method according to the invention can be carried out for one or more axles of the vehicle, whereby it is expediently carried out, in particular, for the axles, for example the rear axle (s), which are loaded particularly differently by loads.
  • the device according to the invention or the vehicle according to the invention are designed to carry out the method steps according to the invention.
  • a tilt prevention device and / or an electronic stabilization program and / or a braking device for stabilizing the vehicle can be implemented in hardware and / or in software.
  • the proportional factor can be determined for the respective vehicle spielmik by driving tests.
  • the invention can be realized, for example, in the following way:
  • the curve curvature K that is the reciprocal of the curve radius R, is the quotient of the yaw rate ⁇ and the driving speed v of the vehicle:
  • the curve curvature K can furthermore be calculated as a relationship of the wheel speeds Vi and v a on the outside and inside of the curve of the vehicle as well as from the track width b of the vehicle according to the following formula:
  • the track width b of the vehicle is constant in each case for at least one axle and is usually about 2 meters in the case of a truck.
  • the wheel speeds Vi and v a are relationships of the rotational numbers ⁇ i, ⁇ a and the (fixed) wheel radii ra, ri of the outer and inner curve wheels:
  • the Radradien ra, ri are not constant because of elastic and reibbe ⁇ liable processes.
  • the curve curvature K can be calculated using the equations (4) and (5) from the difference and the sum of the wheel rotational speeds and the relative wheel radius change caused by the wheel load shift
  • the dependence of the wheel radius r on the wheel load on the respective oblique travel angle is linear in a driving range which is customary, for example, for heavy goods vehicles.
  • a wheel load displacement value for example, a wheel load difference value ⁇ F N
  • ⁇ r q ⁇ F N
  • q ⁇ const e.g. a minimum and / or a maximum yaw rate and / or a minimum and / or maximum steering angle ( ⁇ ) and / or a minimum and / or maximum driving speed v are evaluated as at least one boundary condition.
  • the wheel load difference value ⁇ F N can be defined as follows:
  • the respective axle load of an axle can, for example, be reported by an electropneumatic brake system to the device according to the invention and / or be obtained on the basis of the operating pressure of a (rear axle) air suspension.
  • a "critical" wheel load difference value ⁇ F N which is dependent, for example, on the respective yaw rate.
  • the "critical" Radlastdifferenzwert .DELTA.F N in which the inner wheel lifts off the road surface and the vehicle tilts, determined as a dependent on the transverse acceleration a y is size.
  • the wheel load difference value ⁇ F N can be determined as a linear function of the lateral acceleration a y :
  • the wheel load difference value ⁇ F N and the lateral acceleration a y are proportional to one another, a suitably constant proportional factor p being valid. It is understood that the proportional factor p could also be, for example, steering angle-dependent.
  • the load state of the vehicle usually does not change during the drive.
  • the determination of steady-state values is advantageously possible.
  • stationary cornering is suitable for determining the required measured values, i. e.g. Rides with substantially constant steering angle and preferably substantially constant driving speed.
  • the stationarity may be e.g. be determined by at least one of the following conditions:
  • these measured values are expediently fed to a low-pass filter, e.g. with 1 Hz, subjected.
  • a weighting of the measured values for determining a stationary state is also advantageous, and expediently, dynamic measured values have a lower weight than fewer dynamic measured values.
  • Another advantageous method is a least squares compensation calculation from many individual measurements, which can also be recursive, e.g. by the formula (10):
  • the respective wheel load displacement value ⁇ F N being determined for at least two different lateral acceleration values.
  • the method according to the invention is carried out for several, in particular for all axles of a vehicle.
  • the critical lateral acceleration may be different axis by axis. It is understood that the inventive driving can also be advantageously carried out for a trailer or semitrailer of Fahr ⁇ .
  • FIG. 1 shows a schematically illustrated vehicle according to the invention with a device according to the invention for stabilizing the tilting of the vehicle
  • FIG. 3 shows a functional relationship between lateral acceleration and wheel load difference value according to formula (10) and also some measured values or calculated values for the wheel load displacement value or the wheel load difference value ⁇ F N drawn by way of example in the graph.
  • the vehicle 10 according to the invention shown in the figures is, for example, a truck, wherein in principle a passenger car, in particular a van or SUV (Sports Utility Vehicle), a trailer or semitrailer can be configured as a vehicle according to the invention.
  • a passenger car in particular a van or SUV (Sports Utility Vehicle)
  • SUV Sport Utility Vehicle
  • the vehicle 10 has a front axle 11 with steerable wheels 12, 13 and a rear axle 14 with non-steerable wheels 15, 16, which may also have twin tires.
  • On the wheels 12, 13, 15, 16 are brakes 17, 18, 19, 20 for Ab ⁇ brakes of the respective wheel and speed sensors 21 to 24 for detecting the respective wheel speed of the wheel 11, 12, 15, 16 are arranged.
  • the brakes 15 to 20 are, as shown schematically by arrows dar ⁇ , by a stabilizing device 25 mit ⁇ brake application signals 26 to 29 can be controlled.
  • the rotational speed sensors 21 to 24 send rotational speed measured values 30 to 33 to the stabilizing device 25 in the form of corresponding rotational speed signals, which represent the rotational speed of the respective wheel 12, 13, 14, 15, 16.
  • the stabilization device 25 can control a motor control 35 by means of a motor control signal 34, for example for throttling the motor power of a motor 35, which for example drives the front axle 11 and / or the rear axle 14 in the vehicle 10.
  • a driver 38 can specify steering commands.
  • a steering detection device 39 detects the respective steering angle ⁇ h and gives it to a steering aid 40, for example a servo-steering aid, for steering the wheels 12, 13 on. Furthermore, the steering detection device 39 transmits a steering angle signal 41 with the steering angle ⁇ h to the stabilization device 25.
  • the stabilization device 25 stabilizes the vehicle 10 by braking interventions and / or the motor 35 controlling Ein ⁇ handles and / or the motor 35 controlling interventions and / or steering interventions when the vehicle 10 threatens to tip over.
  • the stabilization device 25 operates with the existing sensor signals which, for example, supply the rotational speed sensors 21 to 24 in the form of the rotational speed values of the wheels 12, 13, 15, 16. Furthermore, the stabilization device 25 evaluates a yaw rate signal 42 with a yaw rate ⁇ of a yaw sensor 43, a lateral acceleration signal 44 with a lateral acceleration value a y of a lateral acceleration sensor 45 and a vehicle speed signal 46 with the vehicle speed v of the vehicle 10, which determines a driving speed device 47.
  • the stabilization device 25 is implemented as a module that holds both hardware and software.
  • input / output means 48, 49 are present, which can detect the aforementioned signals from the sensors 21 to 24, 43, 44, 47 and corresponding control signals, for example the motor control signal 34 and the brake intervention signals 26 to 29 and a Steering signal 50 for controlling the power steering 40, can generate.
  • the input / output means 48, 49 contain, for example, one or more bus controllers and / or digital and / or analog input means and / or output means.
  • the memory 52 contains volatile and / or non-volatile memory, for example for storing the modules 53, 54.
  • the input / output means 48, 49, the processor 51, the memory 52 and the lateral acceleration module 53 form means for carrying out the inventive method described in the introduction. proceedings. Even the lateral acceleration module 53 can itself form a means for carrying out the method according to the invention.
  • the ESP module 54 stabilizes the vehicle 10, for example as a function of a limit lateral acceleration or a critical lateral acceleration a ykr i t at which the vehicle 10 threatens to tip over depending on the respective load.
  • the lateral acceleration module 53 determines the presently loading-dependent limit lateral acceleration a y crit.
  • the loading depends, for example, on the mass of the cargo and / or its center of gravity.
  • the lateral acceleration module 53 evaluates the rotational speeds of outer wheels 12, 13, 14, 15 and determines, for example, by means of the formula (9)
  • the lateral acceleration module 53 starts each time the vehicle 10 is driven, for example when the engine is started, with the determination of the respective limit lateral acceleration a y k r i t . From this point on, the loading state of the vehicle 10 changes not or only in exceptional cases, for example when the load of the vehicle tilts 10 or the like.
  • the limit lateral acceleration module 53 determines in the present case for each axle 11, 14 a critical lateral acceleration a ykr i t .
  • the transverse acceleration means 53 preferably transmits the respective lower value of the lateral acceleration to the ESP module 54, so that the vehicle 10 is provided by braking the wheels 12, 13, 15, 16 and / or by corresponding engine intervention via the engine control 35 stabilized if necessary.
  • the ESP module 54 thus reduces For example, the driving speed of the vehicle 10, so that the lateral acceleration is redu ⁇ at constant steering angle. Another measure advantageously provides that the ESP module 54 with the aid of the steering signal 50 controls the steering aid 40 to take a smaller steering angle, for example.
  • the ESP module 54 checks the lateral acceleration signal 44 and generates at least one stabilizing measure when the lateral acceleration a y of the vehicle 10 exceeds the critical lateral acceleration a ykr i t .
  • the ESP module 54 may form part of the lateral acceleration module 53 or vice versa.
  • the lateral acceleration module 53 works with the aid of the formulas 1 to 11, for example as follows:
  • the speed sensors 21, 22 of the wheels 12, 13 of the axle 11 transmit during a cornering, which is shown by way of example in Figure 2, rotational speeds ⁇ i, ⁇ a of the inside wheel
  • the limit acceleration module 53 determines the wheel load difference ⁇ F N by evaluating the yaw rate signal 42 with the yaw rate ⁇ and the vehicle speed signal 46 with the vehicle speed v.
  • FIG. 2 shows the vehicle 10 during cornering, with the inside wheel 12 passing through a radius R ⁇ and the outside wheel passing through a radius R a with respect to a center of curvature M t .
  • the radius of curvature is R.
  • the wheel load difference ⁇ F N relates the limit acceleration module 53 to the current lateral acceleration a y , so that, for example, the measured values or calculated values 55a to 55k related to the transverse acceleration a y are detected.
  • the measured values 55a to 55k lie substantially along a device 56 which, for example, corresponds to the proportionality function (10).
  • the measured values or the calculated values 55a to 55k are determined by the lateral acceleration module 53 in the case of a plurality of cranking movements of the vehicle 10, which are preferably stationary.
  • the lateral acceleration module 53 determines this spielmud on the basis of the steering angle ⁇ and / or its ⁇ nde ⁇ tion, based on the yaw rate ⁇ and / or their change ⁇ or the like.
  • the measured or calculated values 57, 58 deviate significantly from the straight line 56.
  • the measured or calculated values 57, 58 have been recorded, for example, in the case of a load change reaction, during a rapid change of curve or the like.
  • the lateral acceleration module 53 eliminates the measured or calculated values 57, 58, for example by a low-pass filtering, by a plausibility analysis or the like.
  • the lateral acceleration module 53 determines the straight line 56, for example by means of the method of the least squares, wherein, for example, the formula (11) is used.
  • the critical lateral acceleration a yk rit for the front axle 11 of the vehicle 10 determines the lateral acceleration module 53 for example by comparison with a current axle load value m a of the front axle 11.
  • the axle load m a transmits a load sensor 59 to the stabilizing device 25 as part of a load signal 60.
  • the axle load is obtained from an electropneumatic brake, not shown in the figures, and / or from the operating pressure of the rear axle air suspension or the front axle air suspension (if present).
  • the axle load is obtained from an electropneumatic brake, not shown in the figures, and / or from the operating pressure of the rear axle air suspension or the front axle air suspension (if present).
  • the lateral acceleration module 53 transmits the critical lateral acceleration value a y kri t of the front axle 11 to the ESP module 54 for stabilizing the vehicle 10. It is also possible for the lateral acceleration module 53 to transmit this value to, for example, an electropneumatic brake which uses this value to obtain an optimal brake force distribution depending on the load condition of the vehicle 10, at- For example, from the mass and / or the center of gravity, ein ⁇ provides.
  • An expedient variant of the invention provides that the lateral acceleration module 53 initially pre-parametrizes the ESP module 54 at the start of the journey in a safety-oriented manner, ie. that it transmits a low limit acceleration value to the ESP module 54, so that the module 54 engages stabilizing relatively early, even though this would actually not be necessary due to the current loading state of the vehicle 10, which is still unknown at the start of the journey.
  • This is achieved, for example, in that the lateral acceleration module 53 occupies the values 55a to 55k with values which define a critical loading state (high center of gravity, large mass).
  • the lateral acceleration module 53 determines the critical lateral acceleration for only one axle, for example only for the rear axle 14. It is also possible for the lateral acceleration module 53 to determine, for example, maximum transverse accelerations of axles of a trailer, not shown in the figures, which can be attached to the vehicle 10. This trailer then requires a corresponding yaw sensor or speed sensors on its wheels, which transmit corresponding speed measurement values or yaw rate measurement values to the module 53.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour empêcher le retournement d'un véhicule. Selon l'invention, au moins une valeur de transfert de charge sur roue servant à déterminer une limite de retournement du véhicule en fonction notamment d'une charge et/ou d'un centre de gravité est déterminée. Le procédé selon l'invention comprend les étapes suivantes : détection des vitesses de rotation d'une roue située à l'intérieur du virage et d'une roue située à l'extérieur du virage d'au moins un essieu (11,14) du véhicule ; détection de la vitesse angulaire de lacet du véhicule (10) ; détection d'une vitesse de marche (v) du véhicule (10) ; détermination de la ou des valeurs de transfert de charge sur roue (?F<SUB>N</SUB>) du véhicule (10) sur la base des vitesses de rotation (?i, ?a) de la roue (12, 15) située à l'intérieur du virage et de la roue (13, 16) située à l'extérieur du virage, de la vitesse angulaire de lacet (?), de la vitesse de marche (v) du véhicule (10) et d'un facteur proportionnel (q) servant à déterminer un rayon réel, dépendant d'une sollicitation, d'une roue du véhicule (6) en virage ; et sortie ou évaluation de la ou des valeurs de transfert de charge sur roue (?F<SUB>N</SUB>) ou d'une valeur de paramètre (a<SUB>ykrit</SUB>) déterminée sur la base de la ou des valeurs de transfert de charge sur roue (?F<SUB>N</SUB>), pour la stabilisation du véhicule (10).
PCT/EP2005/007764 2004-07-22 2005-07-16 Procede et dispositif pour empecher le retournement d'un vehicule Ceased WO2006010505A2 (fr)

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DE102004035579.7 2004-07-22
DE102004035579A DE102004035579A1 (de) 2004-07-22 2004-07-22 Verfahren und Vorrichtung zur Kippstabilisierung eines Fahrzeugs

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WO2006010505A3 WO2006010505A3 (fr) 2009-02-05

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CN112793561A (zh) * 2021-02-26 2021-05-14 常州机电职业技术学院 一种基于独立式epb的快速过弯控制方法
CN113264055A (zh) * 2021-06-30 2021-08-17 广州极飞科技股份有限公司 车辆、车辆控制方法、系统、电子设备及存储介质

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DE102013014819A1 (de) 2013-09-10 2015-03-12 Wabco Gmbh Verfahren zur Stabilisierung des Fahrverhaltens eines Fahrzeuggespanns und Fahrdynamikregeleinrichtung
DE102015009160A1 (de) 2015-07-14 2017-01-19 Wabco Gmbh Verfahren und Vorrichtung zum elektronischen Regeln einer Fahrzeugverzögerung eines bremsschlupfgeregelten Fahrzeuges
DE102016010750B4 (de) * 2016-09-06 2018-07-12 Nira Dynamics Ab Schätzung absoluter Radrollradien und Schätzung eines vertikalen Kompressionswerts
DE102018133229B4 (de) * 2018-12-20 2023-05-04 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Kraftfahrzeugs mit einer Anhängervorrichtung, Fahrerassistenzeinrichtung, und Kraftfahrzeug

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CN113264055A (zh) * 2021-06-30 2021-08-17 广州极飞科技股份有限公司 车辆、车辆控制方法、系统、电子设备及存储介质

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