DE102006030048A1 - Method for increasing the driving stability of a motor vehicle, especially a commercial vehicle, comprises changing the transmission ratio between the steering wheel angle and a steering angle on the steered wheel - Google Patents
Method for increasing the driving stability of a motor vehicle, especially a commercial vehicle, comprises changing the transmission ratio between the steering wheel angle and a steering angle on the steered wheel Download PDFInfo
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- DE102006030048A1 DE102006030048A1 DE200610030048 DE102006030048A DE102006030048A1 DE 102006030048 A1 DE102006030048 A1 DE 102006030048A1 DE 200610030048 DE200610030048 DE 200610030048 DE 102006030048 A DE102006030048 A DE 102006030048A DE 102006030048 A1 DE102006030048 A1 DE 102006030048A1
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- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000005540 biological transmission Effects 0.000 title abstract 2
- 230000000087 stabilizing effect Effects 0.000 claims abstract 2
- 230000005484 gravity Effects 0.000 claims description 15
- 238000012935 Averaging Methods 0.000 claims description 2
- 230000000368 destabilizing effect Effects 0.000 claims 1
- 230000001133 acceleration Effects 0.000 description 6
- 230000001105 regulatory effect Effects 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000001154 acute effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
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- 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
- 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
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/02—Active Steering, Steer-by-Wire
-
- 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
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of 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
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zur Erhöhung der Fahrstabilität eines Fahrzeugs nach dem Anspruch 1.The The invention relates to a method for increasing the driving stability of a Vehicle according to claim 1.
Bei heutigen vorderachsgelenkten Fahrzeugen wird der vom Fahrzeugführer vorgegebene Lenkeinschlag über ein Lenkgetriebe auf gelenkte Räder an einer Vorderachse aufgebracht. Dabei bildet das Lenkgetriebe den Lenkeinschlag durch eine spezifische Übersetzungskennlinie auf die gelenkten Räder ab. Der praxisgerechte Umgang mit den durch die vorgegebenen Fahrzeug- und Lenkgetriebedaten resultierenden Fahrzeuglenkreaktionen ist bei Standard- und kritischen Fahrmanövern abhängig von der Erfahrung, dem Können und der Reaktionsfähigkeit des Fahrzeugführers, d.h. der Fahrzeugführer muss sämtliche Störgrößen selbst kompensieren. Insbesondere Fahrzeuge bzw. Kraftfahrzeuge mit größerer Aufbauhöhe können bei bestimmten Fahrmanövern kippgefährdet sein bzw. in Extremsituationen kippen, obwohl das Fahrzeug auf einer im Wesentlichen horizontalen Fahrbahn bewegt wird.at Today's front-axle steering vehicles is specified by the driver Steering lock over a steering gear on steered wheels a front axle applied. The steering gear forms the Steering through a specific translation characteristic on the steered wheels off. The practice-oriented handling of the vehicle and steering gear data resulting vehicle steering reactions in standard and critical driving maneuvers depending on the experience, the Can and the responsiveness of the Driver, i.e. the driver must all Disturbances themselves compensate. In particular, vehicles or vehicles with a larger body height can at certain driving maneuvers be at risk of tipping over or tilt in extreme situations, although the vehicle is on a essentially horizontal carriageway is moved.
Es ist bekannt, dieses Umkippen in hochdynamischen Fahrmanövern durch einen selbsttätigen Bremseingriff mit Hilfe eines Bremsregelsystems zu vermeiden. Die Querbeschleunigung des Fahrzeugs wird dabei verringert, da diese neben der Schwerpunkthöhe die entscheidende Größe für die Kippgefahr ist. Nachteilig an solch einem Bremseingriff ist die Komforteinbuße für den Fahrer, der diesen Eingriff u. U. deutlich spürt. Ferner erfolgt der Bremsdruck-Aufbau an den einzelnen Rädern des Fahrzeugs u.U. relativ langsam. Häufige Bremseingriffe, die eigentlich nicht erforderlich sind, können die Folge hiervon sein.It is known to overturn this in highly dynamic driving maneuvers an automatic brake intervention to avoid with the help of a brake control system. The lateral acceleration The vehicle is thereby reduced, as this next to the center of gravity height the crucial Size for the risk of tipping is. A disadvantage of such a braking intervention is the loss of comfort for the driver, the this intervention u. U. clearly feels. Furthermore, the brake pressure build-up takes place at the individual wheels of the vehicle u.U. relatively slow. Frequent braking interventions, which actually are not required to be the consequence of this.
Die
Dieser Kippkoeffizient kann entweder über eine Messung der Reifenaufstandskräfte oder über eine Messung von Signalen und eine Datenverarbeitung, die der Berechnung der Schwerpunkthöhe des Fahrzeugs und der Querbeschleunigung im Fahrzeugschwerpunkt dienen, ermittelt werden. So kann dieser Kippkoeffizient in Kenntnis des aktuellen Wankwinkels, der aktuellen Querbeschleunigung des Fahrzeugs, sowie der Schwerpunkthöhe des Fahrzeug-Aufbaus über der Wankachse und der Höhe der Wankachse über der Fahrbahn, sowie in Kenntnis der aktuellen gefederten Fahrzeugmasse berechnet werden. Angegeben ist ferner eine einfache Berechnung für einen Näherungswert für den Kippkoeffizienten, bei der jedoch weiterhin die aktuelle Schwerpunkthöhe des Fahrzeugs mit eingeht. Diese kann mittels einer Parameterschätzmethode aus einer vereinfachten Differentialgleichung für die Wankdynamik bestimmt werden.This Tilt coefficient can either be over a Measurement of tire contact forces or about one Measurement of signals and data processing, the calculation the center of gravity of the vehicle and the lateral acceleration in the vehicle's center of gravity serve to be determined. So this tilt coefficient can be noted the current roll angle, the current lateral acceleration of the vehicle, and the center of gravity of the vehicle body the roll axis and the height the roll axis over the road, and in knowledge of the current sprung vehicle mass be calculated. Also stated is a simple calculation for one Approximation for the Tilting coefficient, but still the current center of gravity height of the vehicle comes in with. This can be done by means of a parameter estimation method determined from a simplified differential equation for the rolling dynamics become.
Die Bestimmung dieses sogenannten Kippkoeffizienten kann zwar eine physikalisch korrekt definierte und bei exakter Ermittlung sehr genaue Berechnung darstellen, jedoch ist diese Vorgehensweise relativ aufwändig und erfordert komplexe Rechenvorgänge in einem zugehörigen elektronischen Steuergerät, in dem dieses Verfahren durchgeführt und von dem aus das Fahrzeug-Lenksystem dann geeignet angesteuert wird.The Although determination of this so-called tilt coefficient can be a physical correctly defined and with exact determination very accurate calculation However, this procedure is relatively complex and requires complex calculations in an associated electronic control unit, in which this procedure is performed and from which the vehicle steering system is then suitably activated becomes.
Für den Einsatz in Kraftfahrzeugen, insbesondere in denen, die mit relativ hohen Geschwindigkeiten bewegt werden können, ist jedoch eine sehr schnelle und daher sehr einfache Überwachung der Kippgefahr mit geeigneter Reaktion erwünscht.For use in motor vehicles, especially in those with relatively high Speeds can be moved, however, is a very fast and therefore very simple monitoring the risk of tipping with a suitable reaction desired.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Erhöhung der Fahrstabilität insbesondere für ein Nutzfahrzeug-Lenksystem zu schaffen, welches stabil und schnell ist.Of the Invention is based on the object, a method for increasing the driving stability especially for to create a commercial vehicle steering system that is stable and fast is.
Die Aufgabe ist mit einem Verfahren mit den Merkmalen des Anspruchs 1 gelöst.The Task is with a method with the features of the claim 1 solved.
Dadurch dass die Lenkradwinkelgeschwindigkeit σ'LH von einer Steuer- und/oder Regelungseinrichtung des Fahrzeugs erfasst wird ist eine Möglichkeit geschaffen, rasch zu erkennen ob etwa ein Hindernis des Fahrzeugs zu umfahren ist und in welchem Maße eine Unterstützung der Führung des Fahrzeugs erforderlich ist. Entsprechend wird anhand der Lenkradwinkelgeschwindigkeit σ'LH dem Lenkwinkel σR des oder der gelenkten Räder des Fahrzeugs ein Additionswinkel σadd oder ein Additionsmoment aufgegeben um zu erreichen, dass das Hindernis mit größtmöglicher Spurabweichung umfahren wird.The fact that the steering wheel angular velocity σ ' LH is detected by a control and / or regulating device of the vehicle provides a possibility of quickly recognizing, for example, whether an obstacle of the vehicle is to be avoided and to what extent assistance of the guidance of the vehicle is required. Accordingly, on the basis of the steering wheel angular velocity σ ' LH the steering angle σ R of the steered or the steered wheels of the vehicle, an addition angle σ add or an addition torque is given to achieve that the obstacle is avoided with the greatest possible lane deviation.
Bevorzugte Ausführungen ergeben sich aus den Unteransprüchen.preferred versions emerge from the dependent claims.
Die gelenkten Räder nehmen dabei einen Lenkwinkel σR an, der die Kippgrenze des Fahrzeugs unterschreiten lässt. Dazu wird ein Wankindikator Wl herangezogen, der kleiner 1 sein muss. Der Wankindikator Wl bildet den Grad des Wankens des Fahrzeugs bis zur Kippgrenze ab und kann aus Sensorsignalen, wie dem Wankwinkel und der Querbeschleunigung, aus Fahrzeugparametern wie die Achslastverteilung, Zuladung, Verhältnis von Schwerpunkthöhe zur Spurweite ermittelt oder geschätzt werden. Der Wankindikator Wl schwankt zwischen 0 (kein Wanken) und 1 (Kippgrenze).The steered wheels take on a steering angle σ R , which is the tilting limit of the vehicle fall below. For this purpose, a roll indicator W l is used, which must be less than 1. The roll indicator W l depicts the degree of roll of the vehicle up to the tilting limit and can be determined or estimated from sensor signals, such as the roll angle and the lateral acceleration, from vehicle parameters such as the axle load distribution, payload, ratio of center of gravity height to track gauge. The roll indicator W l fluctuates between 0 (no roll) and 1 (roll limit).
Überschreitet die Lenkradwinkelgeschwindigkeit σLH einen vorgebbaren Schwellenwert σLH1 so unterstützt die Steuer- und/oder Regelungseinrichtung den Fahrer mit einem Additionswinkel σadd, wobei der Additionswinkel σadd über eine Rampenfunktion eingestellt wird. Der Schwellenwert, ab dem die akute Kippvermeidung aktiviert wird, ist flexibel einstellbar. Sobald ein zweiter, im Betrag höherer Schwellenwert σLH2 der Lenkradwinkelgeschwindigkeit σLH erreicht wird, wird von der Steuer- und/oder Regeleinrichtung ein maximaler Additionswinkel σaddmax, der eine Verkleinerung der Bahnkrümmung des Fahrwegs bewirkt und unmittelbar regulierend in die Quer- und Wankdynamik des Fahrzeugs eingreift, bereitgestellt. Soll aufgrund des Unterschreitens des ersten Schwellenwerts σLH1 der Lenkradwinkelgeschwindigkeit σLH keine Lenkunterstützung mehr bereitgestellt werden, wird der Additionswinkel σadd oder der Additionsmoment über eine Rampenfunktion vorzugsweise linear zurückgenommen und kann zusätzlich über einen Filter geglättet werden.If the steering wheel angular velocity σ LH exceeds a predefinable threshold value σ LH1, then the control and / or regulating device supports the driver with an addition angle σ add , the addition angle σ add being set via a ramp function. The threshold value from which the acute tilt avoidance is activated is flexibly adjustable. As soon as a second, in the amount higher threshold value σ LH2 of the steering wheel angular velocity σ LH is reached, the control and / or regulating device a maximum addition angle σ addmax , which causes a reduction of the path curvature of the guideway and directly regulating in the lateral and roll dynamics of the Vehicle engages, provided. If steering assistance is no longer to be provided due to the falling below the first threshold value σ LH1 of the steering wheel angular velocity σ LH , the addition angle σadd or the addition torque via a ramp function is preferably linearly reduced and can additionally be smoothed via a filter.
Die Auslegung der Steuer- und/oder Regelungseinrichtung erfolgt bevorzugt unter zwei Gesichtspunkten, nämlich dass der Regelkreis Fahrzeug – Regler – Aktuator zur Einstellung des Additionswinkels σadd stabil, schnell und ausreichend gedämpft ist und dass der Lenkradwinkel σLH bei der Darstellung des Lenkwinkels σR eine höhere Priorität als der Additionswinkel σadd hat. Zudem wird der Additionswinkel σadd so bemessen, dass eine Vermeidung des Kippens des Fahrzeugs Vorrang vor einer Spurab weichung, die durch den Additionswinkel σadd hervorgerufen ist, hat. Die von der Steuer- und/oder Regelungseinrichtung bewirkte Spurabweichung kann dabei pro Zeiteinheit größer sein als eine von dem Fahrer bewirkbare Spurabweichung. Beispielsweise ist einem durchschnittlichen Fahrer es möglich ein Fahrzeug bei etwa 60 km/h Fahrgeschwindigkeit um 2,60 m zu versetzen, während das Verfahren einen seitlichen Versatz um 3,50 m bewirken kann.The design of the control and / or regulating device is preferably carried out under two aspects, namely that the control loop vehicle - controller - actuator for setting the addition angle σ add stable, fast and sufficiently damped and that the steering wheel angle σ LH in the representation of the steering angle σ R has a higher priority than the addition angle σ add . In addition, the addition angle σ add is such that avoidance of tilting of the vehicle has priority over a track deviation, which is caused by the addition angle σ add , has. The tracking error caused by the control and / or regulating device can be greater per unit of time than a lane deviation that can be effected by the driver. For example, an average driver may be able to offset a vehicle at 2.60 m at about 60 km / h, while the method may cause a lateral shift of 3.50 m.
Zusätzlich kann bei Überschreiten eines Wankindikators Wl, der vergebbar ist, eine Bremsdruckregelung aktiviert werden, um aktiv in die Längsdynamik des Fahrzeugs einzugreifen und um die Gierrate zu erhöhen. Durch eine kurzzeitige Erhöhung der Gierrate kann ein Hindernis schneller umfahren werden.In addition, upon exceeding a roll indicator W l , which is vergebbar, a brake pressure control can be activated to actively intervene in the longitudinal dynamics of the vehicle and to increase the yaw rate. By briefly increasing the yaw rate, an obstacle can be bypassed faster.
Wesentlicher Einflussparameter für eine Kippgefährdung des Fahrzeugs ist das Verhältnis von Schwerpunkthöhe zur Spurweite. Die Wankbedämpfung des Fahrzeugs kann von der Schwerpunkthöhe abhängig gemacht werden. Bei hoher Schwerpunktlage sollen die Folgen hektischen Lenkens verringert werden um ein Aufschaukeln des Fahrzeugs zu vermeiden und umgekehrt kann bei niedriger Schwerpunkthöhe mehr Lenkdynamik zugelassen werden. Die Schwerpunkthöhe kann durch einen Vergleich eines gemessenen Wankwinkels mit einem Sollwert in einem definierten Geschwindigkeits- und Lenkwinkelbereich ermittelt werden und über eine abgespeicherte Kennlinie angepasst werden. Der Vergleich kann mehrfach wiederholt werden und mit einer Mittelwertbildung die Schwerpunktlage bestimmt werden.essential Influence parameter for a risk of tipping of the vehicle is the ratio of Gravity height to the gauge. The roll damping of the vehicle can be made dependent on the center of gravity height. At high center of gravity The consequences of hectic steering should be reduced to a rocking avoiding the vehicle and vice versa can be more at low center of gravity height Steering dynamics are allowed. The center of gravity height can be compared by a comparison a measured roll angle with a setpoint in a defined Speed and steering angle range are determined and over a stored characteristic curve can be adjusted. The comparison can be multiple be repeated and determined by averaging the center of gravity become.
Das Verfahren eignet sich zur Erkennung überschlagskritischer Fahrsituationen um ein Notausweichmanöver einzuleiten. Es lässt sich in beliebigen hydraulischen oder elektrischen Hilfs- und Fremdkraftlenkungen, insbesondere bei Nutzfahrzeugen einsetzen.The Method is suitable for detecting overrun critical driving situations an evasion maneuver initiate. It leaves in any hydraulic or electrical auxiliary and power steering systems, especially for commercial vehicles.
Claims (13)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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DE200610030048 DE102006030048A1 (en) | 2006-06-29 | 2006-06-29 | Method for increasing the driving stability of a motor vehicle, especially a commercial vehicle, comprises changing the transmission ratio between the steering wheel angle and a steering angle on the steered wheel |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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DE200610030048 DE102006030048A1 (en) | 2006-06-29 | 2006-06-29 | Method for increasing the driving stability of a motor vehicle, especially a commercial vehicle, comprises changing the transmission ratio between the steering wheel angle and a steering angle on the steered wheel |
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DE102006030048A1 true DE102006030048A1 (en) | 2008-01-03 |
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DE200610030048 Ceased DE102006030048A1 (en) | 2006-06-29 | 2006-06-29 | Method for increasing the driving stability of a motor vehicle, especially a commercial vehicle, comprises changing the transmission ratio between the steering wheel angle and a steering angle on the steered wheel |
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008012007A1 (en) * | 2008-03-01 | 2009-09-10 | Audi Ag | Method for reduction of tilting tendency of motor vehicle while driving forward, involves adjusting degree of steering ratio for reducing tilting tendency depending on driving parameters and rotary angle |
DE102008038882A1 (en) * | 2008-08-08 | 2010-02-11 | Volkswagen Ag | Steering moment recommendation conversion method for control device of electromechanical steering unit of motor vehicle, involves delivering plausibility steering moment recommendation to downstream module for conversion of recommendation |
DE102009051471A1 (en) * | 2009-10-30 | 2011-05-05 | Audi Ag | Active steering system for motor vehicles |
DE102014005011A1 (en) * | 2014-04-05 | 2015-10-08 | Audi Ag | Method and device for stabilizing a detected unstable driving state of a motor vehicle |
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DE4031317A1 (en) * | 1990-10-04 | 1992-04-09 | Bosch Gmbh Robert | Stabilised steering for motor vehicle - provides steering corrections to counteract detected irregularities arising from road surface, cross wind etc. |
DE19918597A1 (en) * | 1999-04-23 | 2000-11-23 | Deutsch Zentr Luft & Raumfahrt | Process for reducing the risk of tipping of road vehicles |
EP1110834A2 (en) * | 1999-12-21 | 2001-06-27 | Ford Global Technologies, Inc. | Roll over stability control for an automotive vehicle |
DE10303154A1 (en) * | 2002-02-14 | 2003-09-04 | Continental Teves Ag & Co Ohg | Procedure for regulating driving stability |
DE10247993A1 (en) * | 2002-10-15 | 2004-04-29 | Robert Bosch Gmbh | Center of gravity height determination method for a motor vehicle, especially for a commercial or agricultural vehicle, wherein transverse acceleration and roll angle are measured under predefined conditions |
DE102004035036A1 (en) * | 2003-12-20 | 2005-07-21 | Daimlerchrysler Ag | Process for stabilizing a vehicle, especially a bus, comprises detecting a value of a rollover parameter which characterizes a tendency of the vehicle to overturn about a roll axis using a sensor device, and further processing |
DE102004009815A1 (en) * | 2004-02-28 | 2005-09-15 | Zf Lenksysteme Gmbh | A steering system for a motor vehicle and method for operating the steering system |
DE102005012458A1 (en) * | 2004-03-23 | 2005-11-03 | Continental Teves, Inc., Auburn Hills | Method for protecting a motor vehicle against overturning |
DE102004035888A1 (en) * | 2004-07-23 | 2006-03-16 | Bayerische Motoren Werke Ag | Motor vehicle`s e.g. two-lane road vehicle, tilting danger reducing method, involves using difference between maximum and marginal roll angles as input variable for controller to adjust additional steering angle at steerable wheels |
DE102004046890A1 (en) * | 2004-09-28 | 2006-03-30 | Jungheinrich Ag | Method for preventing tilting of rear-wheeled vehicles, in particular industrial trucks |
-
2006
- 2006-06-29 DE DE200610030048 patent/DE102006030048A1/en not_active Ceased
Patent Citations (10)
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DE4031317A1 (en) * | 1990-10-04 | 1992-04-09 | Bosch Gmbh Robert | Stabilised steering for motor vehicle - provides steering corrections to counteract detected irregularities arising from road surface, cross wind etc. |
DE19918597A1 (en) * | 1999-04-23 | 2000-11-23 | Deutsch Zentr Luft & Raumfahrt | Process for reducing the risk of tipping of road vehicles |
EP1110834A2 (en) * | 1999-12-21 | 2001-06-27 | Ford Global Technologies, Inc. | Roll over stability control for an automotive vehicle |
DE10303154A1 (en) * | 2002-02-14 | 2003-09-04 | Continental Teves Ag & Co Ohg | Procedure for regulating driving stability |
DE10247993A1 (en) * | 2002-10-15 | 2004-04-29 | Robert Bosch Gmbh | Center of gravity height determination method for a motor vehicle, especially for a commercial or agricultural vehicle, wherein transverse acceleration and roll angle are measured under predefined conditions |
DE102004035036A1 (en) * | 2003-12-20 | 2005-07-21 | Daimlerchrysler Ag | Process for stabilizing a vehicle, especially a bus, comprises detecting a value of a rollover parameter which characterizes a tendency of the vehicle to overturn about a roll axis using a sensor device, and further processing |
DE102004009815A1 (en) * | 2004-02-28 | 2005-09-15 | Zf Lenksysteme Gmbh | A steering system for a motor vehicle and method for operating the steering system |
DE102005012458A1 (en) * | 2004-03-23 | 2005-11-03 | Continental Teves, Inc., Auburn Hills | Method for protecting a motor vehicle against overturning |
DE102004035888A1 (en) * | 2004-07-23 | 2006-03-16 | Bayerische Motoren Werke Ag | Motor vehicle`s e.g. two-lane road vehicle, tilting danger reducing method, involves using difference between maximum and marginal roll angles as input variable for controller to adjust additional steering angle at steerable wheels |
DE102004046890A1 (en) * | 2004-09-28 | 2006-03-30 | Jungheinrich Ag | Method for preventing tilting of rear-wheeled vehicles, in particular industrial trucks |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008012007A1 (en) * | 2008-03-01 | 2009-09-10 | Audi Ag | Method for reduction of tilting tendency of motor vehicle while driving forward, involves adjusting degree of steering ratio for reducing tilting tendency depending on driving parameters and rotary angle |
DE102008012007B4 (en) * | 2008-03-01 | 2012-02-23 | Audi Ag | A method of reducing a tendency of a motor vehicle to overturn and a steering system |
DE102008038882A1 (en) * | 2008-08-08 | 2010-02-11 | Volkswagen Ag | Steering moment recommendation conversion method for control device of electromechanical steering unit of motor vehicle, involves delivering plausibility steering moment recommendation to downstream module for conversion of recommendation |
DE102008038882A8 (en) * | 2008-08-08 | 2010-05-12 | Volkswagen Ag | Method for implementing a steering torque recommendation by an electromechanical steering and a control unit |
DE102008038882B4 (en) * | 2008-08-08 | 2019-02-14 | Volkswagen Ag | Method for implementing a steering torque recommendation by an electromechanical steering and a control unit |
DE102009051471A1 (en) * | 2009-10-30 | 2011-05-05 | Audi Ag | Active steering system for motor vehicles |
DE102014005011A1 (en) * | 2014-04-05 | 2015-10-08 | Audi Ag | Method and device for stabilizing a detected unstable driving state of a motor vehicle |
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