CN1160380A - 机动车行驶稳定性的调节*** - Google Patents

机动车行驶稳定性的调节*** Download PDF

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CN1160380A
CN1160380A CN95195571A CN95195571A CN1160380A CN 1160380 A CN1160380 A CN 1160380A CN 95195571 A CN95195571 A CN 95195571A CN 95195571 A CN95195571 A CN 95195571A CN 1160380 A CN1160380 A CN 1160380A
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self
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motor vehicle
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W·卡内尔
R·-J·兰宁格
H·雷纳
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Siemens AG
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    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
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    • B62D7/00—Steering linkage; Stub axles or their mountings
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    • B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
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Abstract

轮速传感器(8～11)、方向盘角度传感器(19)、及侧滑速度传感器(18)和其它传感器的信号由控制设备(12)分析利用。该控制设备产生调节信号，利用这些信号控制作用于机动车(1)的各个轮子(4～7)上的制动压力，以保持机动车行驶状态稳定，例如制动器是防抱死的，车轮不会失控，车辆不会滑向一边等等。控制设备(12)与空气包控制器(17)连接在一起并分析利用空气包控制器的加速度传感器(16)的信号。按本发明的方式，侧滑速度传感器(18)、加速度传感器(16)和空气包控制器一起装入布置在机动车中间的位置的壳体(14)中。而且，主动减振器和可控制的后轴可以被控制并且被置入机动车的发动机控制器中，以便发动机转矩适应行驶状况，例如在驱动轮失控的情况下瞬时减小发动机转矩。

Description

机动车行驶稳定性的调节***
按照权利要求1前序部分所述，本发明涉及一个***。该***用于调节机动行驶的稳定性。因此，不同传感器的信号被分析利用，机动车的运动，例如纵向摇摆、横向摇摆侧滑以及加速运动和减速运动，被测试。此外还利用不同的传感器，特别是轮速传感器、方向盘角度传感器、侧滑传感器及其它的传感器。这些传感器的信号在行驶稳定性调节***中被分析利用并且随后有调节信号或控制信号产生，利用这些控制信号控制作用于机动车各个轮子上的制动压力。行驶稳定性调节***由一个防抱死的***和一个驱动或防滑***组成。
在一个已公开的提高机动车控制能力的***(EP-B 0 446 234)中，传感器和一个控制单元被布置在车辆的不同位置。这种***要求为其各个组成部分支付巨大的壳体费用和电缆费用。
本发明的任务在于提供一种调节行驶稳定性的***，该***可以低费用制造并且在这种***中由电缆断裂等产生的危险被降低得尽可能地小。
按照本发明这一任务通过一个具有权利要求1所述特征的***来解决。符合本发明目的的其它改进结构将在从属权利要求中描述。
通过将控制设备和一个空气包控制器组合在一起，本***具有优点，即为了测量车辆的运动可以把特定的加速度传感器和侧滑传感器布置在车辆的中央。后者通常位于大约手制动器后面的中间通道上。由于在带有新式中央空气包控制器的车辆中空气包控制器通常布置在指定的地点，所以现在需要的不同传感器可以和空气包控制器一起装入一个壳体中。因此壳体的费用降低了，此外在一位于可以使用现有的电缆外壳和插座。空气包-加速度传感器用于行驶稳定性的调节产生了额外的节约。
下面将依据图示说本发明的实施例：
图1：具有依据本发明的行驶稳定性调节***和机动车，
图2：图1***实施方案的图解描述，
图3：以列表的方式描述了图1***中各种可运用的计算侧滑率和侧滑速度的方法。
机动车1的行驶方向由箭头2指明，它有四个轮子4、5、6和7。每个轮子上布置一个轮速传感器8(左前方)、9(左前方)、10(左后方)、11(右后方)。由这些传感器提供的信号沿图中所示的信号线传递到一个控制设备12中并在其中分析利用。控制设备12产生调节信号，凭借这种信号，可以控制作用在各个轮子上的制动压力。该控制单元可以制造成防抱死的***(ABS)，防滑调节***(ASR)，或ABS-ASR联合控制单元。这种防抱死***和防滑调节***在许多场合的使用中已经公开(参见例如本文开头提到的专利文献)，因此在此就不再描述了。此外，该控制设备能实现侧滑运动的调节或一般的行驶稳定性的调节。对此产生调节信号，该信号控制作用在轮子4-7上的制动压力。而且主动减振器和可控制的后轴能够被控制并被装入机动车的发动机控制装置中，以使发动机的转矩符合行驶状况，例如在驱动轮失控时瞬时降低发动机的转矩。
控制单元12通过数据线13，例如通过VAN总线或CAN总线，与壳体14联接起来。壳体14布置在中间位置，即大约在车辆中间。中部的壳体14包括至少一个加速度传感器16和一个空气包控制器17。在机动车发生跌落或碰撞的情况下，空气包控制器打开一个或多个车辆中存有的空气包。因此车辆分析利用加速度传感器16的信号。该传感器的信号此外也用于行驶稳定性的调节。
中部壳体14中还放置着一个侧滑速度或侧滑率传感器18，如果车辆具有它的话。侧滑速度或侧滑率可以由其它传感器的信号确定，这一点将依据图3在后面说明。这样当然有许多优点，侧滑率传感器18的功能可以通过分析方向盘角度传感器、加速度传感器和/或一个或多个轮速传感器的信号来检查。进行侧滑率传感器的间接自检，也称为合理性检查，是可行的，而不需要为此承担额外的侧滑率传感器的结构费用或电路技术费用。
控制设备12包括一个用于计算侧滑率Ω(图2)的计算电路23，该电路也可以作为一种算法被执行，和一个完成行驶稳定性调节的计算区域或程序区域24。控制设备12的这两部分的关系通过一个双箭头标明。在计算电路23中，分析利用四个轮子传感器8至11的信号、方向盘角度传感器19的信号和两个加速度传感器，一个纵向加速度传感器28和一个横向加速度传感器29的信号。
由侧滑率传感器18测定的侧滑率Ω可能与传感器自检的数据一起传送，通过信号线26传送到行驶稳定性控制调节器24中并通过信号线27传送到计算电路23。在计算电路23中，借助于后面所述的计算方法之一对侧滑率Ω的合理性进行检查。如果结果是侧滑率正常，那这一侧滑率将通过通信通道25传送到行驶稳定性调节器24中，然后该调节器利用这个测量值。
对于一个有效的行驶稳定性调节器，需要三个空间轴形式的车辆加速部分。加速度传感器17、28和29可以作为一个带有下述测量范围的联合三轴传感器而工作：
(1)在行驶方向(X方向)上运动，测量范围±50g
(2)在横向(Y方向)上运动，测量范围±5g
(3)在竖直轴方向(Z方向)上运动，范围±5g。
为了测量行驶方向上的加速度，使用空气包(通常称为碰撞传感器)的加速度传感器17。行驶方向上的加速度的测量值可以用来打开存在的侧面空气包。这一测量范围大约为±20g。这样做的结果是，通过把空气包控制器和行驶稳定性调节器一起组装到公共壳体14中，使探测到的信号具有多种用途成为可能。考虑到车辆中大量的数据经由一条数据总线传输，这种集中是有利的。
图3示出了不同的方法，按照这些方法可以利用机动车中各种其它的由传感器测得的值来计算侧滑速度或侧滑率。测量值在表中第一栏给出：
(1)轮子转速(或轮速)，
(2)方向盘角度和轮速，
(3)方向盘角度和车速，
(4)纵向和横向加速度，
(5)加速度和方向盘角度。
表中第二栏描述了所需的每一个传感器信号或测量值。用于计算1～5五种情况下侧滑率的公式在第二栏中描述，这些公式中用到的符号在第四栏中解释。考虑到所给出的各计算方法的测量精度，最后一栏提供了可能的注释。
总的来说，本发明***用于调节机动车的行驶稳定性，就象下面描述的那样：轮速传感器8～11、方向盘角度传感器、及侧滑速度传感器18和其它传感器的信号由控制设备12分析利用。该控制单元产生调节信号，利用这种信号，作用在机动车1四个轮子4～7上的制动压力得到了控制，这样机动车1的行驶状态保持了稳定。也就是说，例如制动是不抱死的，轮子不会失控，车辆不会滑向一边等等。控制设备12与空气包控制器17相连并且分析利用空气包控制器的加速度传感器16的信号。为了实用，侧滑速度传感器18、加速度传感器16和空气包控制器17一起组装到布置在机动车中间位置的壳体14中。而且，主动减振器和可控制的后轴可以被控制并置入机动车的发动机控制器中，以使发动机的转矩符合行驶状况，例如在驱动轮失控时瞬时减小发动机转矩。
最后，测滑率传感器18及其在控制设备12中被分析利用的信号也可以在车辆导向***中使用。

Claims (7)

1.机动车(1)行驶稳定性的调节***，该***提供了一个控制设备(12)，通过该控制设备分析利用轮速传感器(8～11)和侧滑速度传感器(18)的信号并产生调节信号，利用这些信号控制作用在机动车各个轮子(4～7)上的制动压力，其特征在于，控制设备(12)与空气包控制器(17)相连接，其中，至少有一个空气包控制器的加速度传感器(16)的信号被分析利用，加速度传感器(16)和空气包控制器(17)一起布置在机动车的中间位置。
2.按权利要求1的***，其特征在于，侧滑速度传感器(18)和加速度传感器(16)装入空气包控制器(17)的壳体中。
3.按权利要求1的***，其特征在于，控制设备(12)通过数据总线(13)与空气包控制器(17)和各传感器相连。
4.按权利要求1的***，其特征在于，控制设备(12)包含一个计算电路(23)，通过该电路，通过分析利用多个其它传感器(8～11、28、29)的信号进行侧滑速度传感器的自检。
5.按权利要求1的***，其特征在于，通过控制设备(12)产生调节信号，利用这些信号控制主动减振器。
6.按权利要求1的***，其特征在于，通过控制设备(12)产生调节信号，利用这些信号控制一个可控制的后轴。
7.按权利要求1的***，其特征在于，通过控制设备(12)产生调节信号，利用这些信号影响机动车的发动机控制器，以使发动机转矩适应行驶状况。
CN95195571A 1994-10-10 1995-10-09 机动车行驶稳定性的调节*** Pending CN1160380A (zh)

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CN100450833C (zh) * 2004-08-02 2009-01-14 株式会社电装 乘客保护***
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