[go: up one dir, main page]

DE102006009077A1 - Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement - Google Patents

Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement Download PDF

Info

Publication number
DE102006009077A1
DE102006009077A1 DE200610009077 DE102006009077A DE102006009077A1 DE 102006009077 A1 DE102006009077 A1 DE 102006009077A1 DE 200610009077 DE200610009077 DE 200610009077 DE 102006009077 A DE102006009077 A DE 102006009077A DE 102006009077 A1 DE102006009077 A1 DE 102006009077A1
Authority
DE
Germany
Prior art keywords
change
vehicle
detected
understeering
understeer
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.)
Withdrawn
Application number
DE200610009077
Other languages
German (de)
Inventor
Alexander Eichler
Frank Kniel
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE200610009077 priority Critical patent/DE102006009077A1/en
Priority to FR0753487A priority patent/FR2897827B1/en
Publication of DE102006009077A1 publication Critical patent/DE102006009077A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—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
    • 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
    • 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
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • 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
    • B60G2400/30—Propulsion unit conditions
    • 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
    • B60G2400/30—Propulsion unit conditions
    • B60G2400/32—Torque on propulsion shaft
    • 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
    • B60G2600/12—Sampling or average detecting; Addition or substraction
    • B60G2600/124—Error signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/016—Yawing condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B60G2800/246—Understeer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)
    • 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
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2520/14—Yaw
    • 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
    • B60W2520/20—Sideslip angle
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

If the existence of an understeering condition in a motor vehicle's movement is detected, stabilizing gearing is operated (103) and directed at the understeering. Existence of a change in cornering is recognized (102), especially a rapid change in cornering. Stabilizing gearing directed against vehicle understeering is suppressed during changes in cornering. An independent claim is also included for a device for carrying out the method of the present invention.

Description

Stand der Technikwas standing of the technique

Elektronische Stabilitätsprogramme helfen, durch gezielte Bremsen- und Motormomenteneingriffe Fahrzeuge zu stabilisieren. Dabei werden die von Sensoren detektierten aktuellen Bewegungen des Fahrzeugs mit den physikalisch möglichen bzw. vom Fahrer gewünschten Bewegungen verglichen und bei Abweichungen entsprechende Maßnahmen eingeleitet. Ein zentraler Punkt im ESP-Regelalgorithmus stellt die Berechnung der sogenannten Ackermann-Sollgiergeschwindigkeit dar. Sie berechnet sich aus der Fahrzeuggeschwindigkeit, dem Lenkwinkel und dem zugrunde liegenden fahrdynamischen Fahrzeugmodell. Sie stellt die Giergeschwindigkeit dar, wie sie sich idealerweise im stationären Fall aufgrund des Lenkwinkels einstellen sollte. Die Abweichung der Ackermann-Giergeschwindigkeit von der tatsächlich gemessenen Giergeschwindigkeit des Fahrzeugs wird im ESP-Regler als ein Maß für das Über- bzw. Untersteuern herangezogen. Je größer die Abweichung ist, desto stärker wird die Antriebsschlupfregelung den Sollschlupf reduzieren, was im angetriebenen Fahrzustand zu einer Reduktion des Motormoments führt, um so ein sicheres Durchfahren der Kurve zu ermöglichen.electronic stability programs help vehicles through targeted braking and engine torque interventions to stabilize. The current detected by sensors are Movements of the vehicle with the physically possible or desired by the driver Movements compared and in case of deviations appropriate measures initiated. A central point in the ESP control algorithm provides the calculation of the so-called Ackermann target yaw rate It is calculated from the vehicle speed, the steering angle and the underlying vehicle dynamic vehicle model. She poses the yaw rate, as they ideally in stationary case should adjust due to the steering angle. The deviation of the Ackermann yaw rate of the actual measured yaw rate of the vehicle is in the ESP controller as a measure of the over- or Understeer used. The bigger the Deviation is the stronger the traction control will reduce the nominal slip what in the driven driving state to a reduction of the engine torque leads, so as to allow a safe passage through the curve.

Offenbarung der Erfindungepiphany the invention

Die Erfindung betrifft ein Verfahren zur Unterdrückung eines gegen ein Untersteuern eines Fahrzeugs gerichteten Regelungseingriffs bzw. ein Verfahren zur Stabilisierung eines Straßenfahrzeugs,

  • – bei dem anhand fahrdynamische Größen beschreibender Sensorsignale auf das Vorliegen eines untersteuernden Fahrzustandes geschlossen wird und
  • – bei erkannter Detektion des Vorliegens eines untersteuernden Fahrzustandes wenigstens ein gegen das Untersteuern gerichteter Stabilisierungseingriff durchgeführt wird.
The invention relates to a method for suppressing a control intervention directed against an understeer of a vehicle or a method for stabilizing a road vehicle,
  • - Is closed in the case of the driving dynamic variables descriptive sensor signals on the presence of an understeering driving condition and
  • - When detected detection of the presence of an understeering driving condition at least one directed against the understeer stabilization intervention is performed.

Der Kern der Erfindung besteht darin, dass

  • – das Vorliegen eines Kurvenwechsels, insbesondere eines schnellen Kurvenwechsels, erkannt wird und
  • – bei einem vorliegenden schnellen Kurvenwechsel der gegen ein Untersteuern des Fahrzeugs gerichtete Stabilisierungseingriff oder Regelungseingriff nicht stattfindet oder unterdrückt wird.
The essence of the invention is that
  • - the presence of a curve change, in particular a fast curve change, is detected and
  • - Does not take place or is suppressed in a present rapid corner change directed against understeer of the vehicle stabilization intervention or control intervention.

Bei einem schnellen Kurvenwechsel wird der vorliegende Verzug zwischen Soll- und Ist-Gierrate formal als Untersteuerverhalten des Fahrzeug erkannt. Durch die Erfindung ist es möglich, während des Kurvenwechsels unnötige Regelungseingriffe zu vermeiden.at a fast corner change is the present delay between Target and actual yaw rate formal detected as understeer behavior of the vehicle. By the invention Is it possible, during the Curve change unnecessary To avoid regulatory interference.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass es sich bei dem Regelungseingriff um eine Rücknahme des Motormoments handelt. Durch den Verzicht auf die Rücknahme des Motormoments wird ein gleichmäßigeres Fahrverhalten des Fahrzeugs während des Kurvenwechsels ermöglicht.A advantageous embodiment of the invention is characterized in that that the control intervention is a withdrawal of the engine torque. By waiving the return the engine torque is a smoother ride of the vehicle while the curve change allows.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass das Vorliegen eines schnellen Kurvenwechsels wenigstens durch Auswertung der Querbeschleunigung erkannt wird. Die Querbeschleunigung wird in zahlreichen modernen Fahrzeugen bereits serienmäßig erfasst. Deshalb ist die Implementierung der Erfindung ohne wesentlichen Zusatzaufwand möglich.A advantageous embodiment of the invention is characterized in that that the presence of a quick turnaround at least by Evaluation of the lateral acceleration is detected. The lateral acceleration is already included as standard in numerous modern vehicles. Therefore is the implementation of the invention without significant overhead possible.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass das Vorliegen eines schnellen Kurvenwechsels wenigstens dadurch erkannt wird, dass die Änderung der Querbeschleunigung, insbesondere der doppelt gefilterten Querbeschleunigung, zwischen zwei Zeitpunkten einen vorgegebenen Wert überschreitet.A advantageous embodiment of the invention is characterized in that that the presence of a quick turnaround at least thereby it is recognized that the change the lateral acceleration, in particular the double-filtered lateral acceleration, between two times exceeds a predetermined value.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass für die Erkennung eines schnellen Kurvenwechsels zusätzlich die Lenkrichtung und die der Gierbeschleunigung entsprechende Drehrichtung des Fahrzeugs gleich sein müssen.A advantageous embodiment of the invention is characterized in that that for the detection of a fast turn change additionally the steering direction and the direction of yaw acceleration corresponding direction of rotation of the vehicle have to be the same.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass für die Erkennung eines schnellen Kurvenwechsels zusätzlich kein gegen ein Untersteuern des Fahrzeugs gerichteter Regelungseingriffs aktiv sein darf.A advantageous embodiment of the invention is characterized in that that for the detection of a quick turnaround additionally no against an understeer the vehicle control intervention may be active.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass es sich bei den fahrdynamische Größen beschreibenden Sensorsignalen wenigstens um die Gierrate und den Lenkwinkel handelt.A advantageous embodiment of the invention is characterized in that that it is in the driving dynamics variables descriptive sensor signals at least about the yaw rate and the steering angle.

Eine vorteilhafte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass das Vorliegen eines untersteuernden Fahrzustandes wenigstens durch einen Vergleich der Soll-Gierrate mit der Ist-Gierrate ermittelt wird.A advantageous embodiment of the invention is characterized in that that the presence of an understeering driving condition at least determined by comparing the target yaw rate with the actual yaw rate becomes.

Weiter umfasst die Erfindung eine Vorrichtung, enthaltend Mittel zur Durchführung des Verfahrens nach einem der vorigen Ansprüche.Further the invention includes a device containing means for carrying out the Method according to one of the preceding claims.

Die Ausgestaltungen des erfindungsgemäßen Verfahrens äußern sich auch als Ausgestaltungen der erfindungsgemäßen Vorrichtung und umgekehrt.The Embodiments of the method according to the invention are expressed also as embodiments of the device according to the invention and vice versa.

Die Zeichnung umfasst die 1 und 2.The drawing includes the 1 and 2 ,

1 zeigt den Ablauf des erfindungsgemäßen Verfahrens. 1 shows the sequence of the method according to the invention.

2 zeigt den Aufbau der erfindungsgemäßen Vorrichtung. 2 shows the structure of the device according to the invention.

Während des Fahrbetriebs kann bei stabilen Kurvenwechseln eine allein durch die Trägheit des Fahrzeugs herrührende Differenz zwischen der Ackermann-Sollgiergeschwindigkeit und der gemessenen Ist-Giergeschwindigkeit auftreten. Dabei läuft die Ist-Giergeschwindigkeit der Soll-Giergeschwindigkeit hinterher und es wird dadurch fälschlicherweise auf ein untersteuerndes Fahrzeug erkannt. Als Folge davon kann es zu einer unerwünschten Antriebsmomentenreduktion kommen. Anhand der Erfindung wird es ermöglicht, die Situation eines stabilen Kurvenwechsels sicher zu erkennen und in diesem Fall einen fahrdynamischen Regelungseingriff, welcher sich gegen das Untersteuern richtet, zu unterdrücken. Dadurch findet insbesondere keine unerwünschte Antriebsmomentenreduktion mehr statt. Der Regelungseingriff gegen das Untersteuer wird unterdrückt, sobald ein schneller Kurvenwechsel erkannt wird, z.B. der schnelle Übergang von einer Links- in eine Rechtskurve. Die Erkennung des Kurvenwechsels erfolgt über drei Bedingungen:

  • 1) Der Betrag der Änderung der Querbeschleunigung zwischen dem aktuellen Rechenzyklus und dem vorherigen Rechenzyklus muss größer als eine applizierbare Schwelle sein. Anstelle der Querbeschleunigung kann insbesondere auch eine ein- oder zweifach gefilterte Querbeschleunigung betrachtet werden.
  • 2) Die zeitliche Ableitung der Gierrate (d.h. die Gierbeschleunigung) und der Lenkwinkel müssen das gleiche Vorzeichen besitzen.
  • 3) Während des vorherigen Rechenzyklus dürfen keine Regelungseingriffe stattgefunden haben oder initiiert worden sein. Die Rechenzyklen weisen typischerweise eine zeitliche Länge der Größenordnung 40 ms auf.
During the driving operation, with stable cornering changes, a difference between the Ackermann target yaw rate and the measured actual yaw rate due solely to the inertia of the vehicle may occur. In this case, the actual yaw rate of the target yaw rate is lagging behind and it is thus incorrectly detected on an understeering vehicle. As a result, there may be an undesirable drive torque reduction. On the basis of the invention it is possible to reliably recognize the situation of a stable curve change and to suppress in this case a dynamic control intervention, which is directed against the understeer. As a result, in particular no unwanted drive torque reduction takes place. The control intervention against the understeer is suppressed as soon as a quick cornering change is detected, eg the rapid transition from a left-hander to a right-hander. Recognition of the curve change takes place via three conditions:
  • 1) The amount of change in lateral acceleration between the current calculation cycle and the previous calculation cycle must be greater than an applicable threshold. Instead of the lateral acceleration, in particular also a single or double-filtered lateral acceleration can be considered.
  • 2) The time derivative of the yaw rate (ie the yaw acceleration) and the steering angle must have the same sign.
  • 3) During the previous calculation cycle, no control intervention must have taken place or been initiated. The calculation cycles typically have a time length of the order of 40 ms.

Zur zuverlässigen Erkennung des Vorliegens eines schnellen Kurvenwechsels müssen alle 3 Bedingungen gleichzeitig erfüllt sein. Dadurch kann die Situation des schnellen Kurvenwechsels von allen anderen Fahrsituationen unterschieden werden, in denen das Fahrzeug tatsächlich untersteuert.to reliable Detecting the presence of a quick turnaround must be all 3 conditions simultaneously fulfilled be. This can change the situation of fast turnaround of all other driving situations are distinguished, in which the Vehicle actually understeer.

Der prinzipielle Ablauf erfindungsgemäßen Verfahrens ist in 1 dargestellt. Nach dem Start des Verfahrens in Block 100 wird in Block 101 überprüft, ob ein untersteuernder Fahrzustand vorliegt. Lautet die Antwort „nein" (d.h. es liegt kein untersteuernder Fahrzustand vor, in 1 stets mit „n" gekennzeichnet), dann wird zu Block 100 zurückverzeigt. Lautet die Antwort "ja" (d.h. es liegt ein untersteuernder Fahrzustand vor, in 1 stets mit „y" gekennzeichnet), dann wird in Block 102 überprüft, ob ein schneller Kurvenwechsel vorliegt. Lautet die Antwort „nein", dann wird in Block 103 ein gegen das Untersteuern des Fahrzeugs gerichteter Regelungseingriff durchgeführt. Lautet die Antwort dagegen „ja", dann wird der gegen ein Untersteuern des Fahrzeugs gerichtete Regelungseingriff unterdrückt und es wird zu Block 100 zurückverzweigt.The basic procedure according to the invention is in 1 shown. After starting the procedure in block 100 will be in block 101 checks whether an understeering driving condition exists. If the answer is "no" (ie there is no understeering driving condition, in 1 always marked with "n"), then becomes block 100 zurückverzeigt. If the answer is "yes" (ie there is an understeering driving condition, in 1 always marked with "y"), then in block 102 Checks if there is a quick turnaround. If the answer is "no" then it will be in block 103 carried out a directed against the understeer of the vehicle control intervention. On the other hand, if the answer is "yes", then the control intervention directed against understeer of the vehicle is suppressed and it becomes block 100 branches back.

Der Aufbau der erfindungsgemäßen Vorrichtung ist in 2 dargestellt. Darin enthält Block 200 verschiedene Sensoren, mittels derer Ausgangssignale in Block 201 das Vorliegen eines untersteuernden Fahrzustandes ermittelt wird. Wird das Vorliegen eines solchen Fahrzustandes detektiert, dann werden die Aktoren 203 angesteuert, welche Regelungseingriffe bzw. Steuerungseingriffe zur Abschwächung oder Beseitigung des untersteuernden Fahrzustandes durchführen. Block 202 enthält Detektionsmittel, mittels derer ein vorliegender schneller Kurvenwechsel erkannt wird. Dazu empfangen die Detektionsmittel ebenfalls Eingangssignale von einem oder mehrerer der Sensoren 200. Im Falle eines vorliegenden schnellen Kurvenwechsels wird Block 201 angesteuert, welcher in diesem Fall eine Ansteuerung aller Aktoren oder wenigstens eines der Aktoren unterdrückt.The structure of the device according to the invention is in 2 shown. It contains block 200 various sensors, by means of which output signals in block 201 the presence of an understeering driving condition is determined. If the presence of such a driving condition detected, then the actuators 203 which control interventions or control interventions to attenuate or eliminate the understeering driving state. block 202 Contains detection means by means of which a present rapid curve change is detected. For this purpose, the detection means also receive input signals from one or more of the sensors 200 , In the case of a fast turnaround, Block becomes 201 controlled, which suppresses a control of all actuators or at least one of the actuators in this case.

Claims (10)

Verfahren zur Stabilisierung eines Fahrzeugs, – bei dem anhand fahrdynamische Größen beschreibender Sensorsignale auf das Vorliegen eines untersteuernden Fahrzustandes geschlossen wird (101) und – bei erkannter Detektion des Vorliegens eines untersteuernden Fahrzustandes wenigstens ein gegen das Untersteuern gerichteter Stabilisierungseingriff durchgeführt wird (103), dadurch gekennzeichnet, dass – das Vorliegen eines Kurvenwechsels, insbesondere eines schnellen Kurvenwechsels, erkannt wird (102) und – bei einem vorliegenden Kurvenwechsel der gegen ein Untersteuern des Fahrzeugs gerichtete Stabilisierungseingriff nicht stattfindet bzw. unterdrückt wird.Method for stabilizing a vehicle, - in which reference is made to the presence of an understeering driving condition on the basis of driving-dynamic variables describing sensor signals ( 101 ) and - when detected detection of the presence of an understeering driving condition, at least one directed against the understeer stabilization intervention is carried out ( 103 ), characterized in that - the presence of a curve change, in particular a rapid curve change, is detected ( 102 ) and - in a present curve change directed against understeer of the vehicle stabilization intervention does not take place or is suppressed. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass es sich bei dem Stabilisierungseingriff um eine Rücknahme des Motormoments handelt.Method according to claim 1, characterized in that that the stabilization intervention is a withdrawal of engine torque. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass das Vorliegen eines schnellen Kurvenwechsels wenigstens durch Auswertung der Querbeschleunigung erkannt wird (102).A method according to claim 1, characterized in that the presence of a fast curve change is detected at least by evaluation of the lateral acceleration ( 102 ). Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass das Vorliegen eines schnellen Kurvenwechsels wenigstens dadurch erkannt wird, dass die Änderung der Querbeschleunigung, insbesondere der doppelt gefilterten Querbeschleunigung, zwischen zwei Zeitpunkten einen vorgegebenen Wert überschreitet.A method according to claim 3, characterized in that the presence of a rapid change in the curve is detected at least by the fact that the change in the lateral acceleration, in particular the double-filtered lateral acceleration, between two times a predetermined value exceeds. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass für die Erkennung eines schnellen Kurvenwechsels zusätzlich die Lenkrichtung und die der Gierbeschleunigung entsprechende Drehrichtung gleich sein müssen.Method according to claim 3, characterized that for the detection of a fast turn change additionally the steering direction and the rotation direction corresponding to the yaw acceleration be the same have to. Verfahren nach Anspruch 5, dadurch gekennzeichnet, dass für die Erkennung eines schnellen Kurvenwechsels zusätzlich kein gegen ein Untersteuern des Fahrzeugs gerichteter Regelungseingriffs aktiv sein darf.Method according to claim 5, characterized in that that for the detection of a quick turnaround additionally no against an understeer the vehicle control intervention may be active. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass es sich bei den fahrdynamische Größen beschreibenden Sensorsignalen wenigstens um die Gierrate und den Lenkwinkel handelt.Method according to claim 1, characterized in that that it is in the driving dynamics variables descriptive sensor signals at least about the yaw rate and the steering angle. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass das Vorliegen eines untersteuernden Fahrzustandes wenigstens durch einen Vergleich der Soll-Gierrate mit der Ist-Gierrate ermittelt wird.Method according to claim 7, characterized in that that the presence of an understeering driving condition at least determined by comparing the target yaw rate with the actual yaw rate becomes. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass es sich bei dem Kurvenwechsel um einen schnellen Kurvenwechsel handelt.Method according to claim 1, characterized in that that it is the turn of a quick corner change is. Vorrichtung, enthaltend Mittel zur Durchführung des Verfahrens nach einem der vorigen Ansprüche.Device containing means for carrying out the Method according to one of the preceding claims.
DE200610009077 2006-02-28 2006-02-28 Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement Withdrawn DE102006009077A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE200610009077 DE102006009077A1 (en) 2006-02-28 2006-02-28 Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement
FR0753487A FR2897827B1 (en) 2006-02-28 2007-02-26 METHOD OF SUPPRESSING A CONTROL ACTION OPPOSED TO A SUB-INVERTER BEHAVIOR OF A VEHICLE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610009077 DE102006009077A1 (en) 2006-02-28 2006-02-28 Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement

Publications (1)

Publication Number Publication Date
DE102006009077A1 true DE102006009077A1 (en) 2007-08-30

Family

ID=38319897

Family Applications (1)

Application Number Title Priority Date Filing Date
DE200610009077 Withdrawn DE102006009077A1 (en) 2006-02-28 2006-02-28 Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement

Country Status (2)

Country Link
DE (1) DE102006009077A1 (en)
FR (1) FR2897827B1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103459224A (en) * 2011-03-30 2013-12-18 丰田自动车株式会社 Vehicle driving force control device
CN108146435A (en) * 2017-12-20 2018-06-12 广州汽车集团股份有限公司 A kind of vehicle assist steering system, method and computer readable storage medium

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3719116B2 (en) * 2000-08-30 2005-11-24 トヨタ自動車株式会社 Vehicle driving force control device

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103459224A (en) * 2011-03-30 2013-12-18 丰田自动车株式会社 Vehicle driving force control device
CN103459224B (en) * 2011-03-30 2016-01-20 丰田自动车株式会社 Vehicle drive force control device
CN108146435A (en) * 2017-12-20 2018-06-12 广州汽车集团股份有限公司 A kind of vehicle assist steering system, method and computer readable storage medium
CN108146435B (en) * 2017-12-20 2019-11-01 广州汽车集团股份有限公司 A kind of vehicle assist steering system, method and computer readable storage medium

Also Published As

Publication number Publication date
FR2897827B1 (en) 2014-04-25
FR2897827A1 (en) 2007-08-31

Similar Documents

Publication Publication Date Title
EP2038151B1 (en) Method and control device for identifying a trailer operation of a towing vehicle
EP1412237B1 (en) Method and device for identifying and eliminating the risk of rollover
EP1807300B1 (en) Method and device for assisting a motor vehicle server for the vehicle stabilisation
EP2681086B1 (en) Intelligent vehicle sensor device
DE102012211963A1 (en) Method for stabilizing a two-wheeler when cornering
WO2012100871A1 (en) Method for detecting and correcting vehicle reference speed, and vehicle system
DE102009001306A1 (en) Method for stabilizing a motor vehicle, in particular a single-track motor vehicle
WO2005063538A1 (en) Method for regulating a brake pressure in case of non-homogeneous coefficients of friction of a roadway
DE102012222489A1 (en) Method for controlling the driving dynamics
WO2020016052A1 (en) Method for ascertaining and/or monitoring a mechanical state of a tie rod apparatus
DE102016214564A1 (en) Method and control system for driving dynamics control of a vehicle and vehicle
DE102012220238A1 (en) Method for determining adhesion condition between accelerated wheel of motor car and track by varied acceleration torque, involves determining slippage change by measuring speed change of wheel based on varying acceleration torque
DE102017203847A1 (en) Method for slip control of a vehicle
EP2398681B1 (en) Vehicle stability enhancement method with integrated rollover prevention function
DE102012220312A1 (en) Method for determining adhesion conditions between driven or braked wheel of motor car and road surface in driving slip regulation system, involves determining slip change by measuring change of speed of wheel with respect to force
WO2005108186A1 (en) Method for reducing wheel fight, and steering system
DE10360732A1 (en) Tilt prevention device and method for a vehicle
DE102012221006B4 (en) Method for adapting a vehicle dynamics control
DE102006009077A1 (en) Stabilizing method for a motor vehicle uses values for vehicle movement dynamics to infer the existence of an understeering condition in movement
DE102005033995A1 (en) Method and device for controlling a yawing moment actuator in a motor vehicle
DE102009047323A1 (en) Method for detecting fatigue state of driver while driving motor vehicle, involves completing active driver moment cycle based on comparison of active driver moment cycle with reference cycle or threshold value
DE102006007732B4 (en) Method and device for detecting a towing situation
DE102011010491A1 (en) Method for activating electronics stability control device of e.g. all-wheel driven motor car, involves determining function such that function value increases with increasing lateral force of front and rear wheels
DE102014008374B4 (en) Method and arrangement for determining a coefficient of friction
DE102006033631A1 (en) Stabilizing vehicle taking into account vehicle dynamics involves using transverse speed of vehicle or its time derivative as state parameter to be regulated

Legal Events

Date Code Title Description
R012 Request for examination validly filed

Effective date: 20121114

R016 Response to examination communication
R119 Application deemed withdrawn, or ip right lapsed, due to non-payment of renewal fee